LIBRARY  OF  THE 
DIVERSITY  OF  ILLINOIS 
AT  URBANA-CHAMPAIGN 


MEMORIAL 


OK    T1IK 


CHICAGO  &  NORTHWESTERN 


& 

RAILWAY  COMPANIES 


TO  THE 


SENATE   AND   ASSEMBLY 


OK     THK 


STATE   OF   WISCONSIN. 


CHICAGO. 
METROPOLITAN    PRT    G  CO.    90    &   92    FIFTH    AVE. 


1875. 


. 
t1 

TO  THE  HONORABLE  THE 

SENATE    AND    ASSEMBLY 

OF   THE 

STATE    OF    WISCONSIN. 


The  Memorial  of  the  Chicago  &  Northwestern  and  Chicago,  Mil- 
waukee &  St.  Paul  Railway  Companies  respectfully  represents: 

During  the  controversy  growing  out  of  the  demand  for  cheaper 
transportation,  it  has  frequently  been  affirmed  that  no  injustice  was; 
meditated  against  the  railway  interests  of  the  State.  Yet  it  is 
possible  that,  with  the  best  intentions,  serious  mistakes  may  be 
committed.  Under  a  misconception  of  the  facts,  great  injury 
may  be  done.  Complaints  which,  at  first,  seem  grievous,  would 
often,  if  understood,  lose  their  force;  but,  remaining  unexplained, 
they  give  rise  to  burdensome  inflictions. 

Knowing  this,  your  memorialists  are  encouraged  to  lay  before 

your  honorable  body  a  statement  of  the  principles  upon  which 

railway  operations  can  alone  be  successfully  conducted.     If  rightly 

J  considered,  it  should  serve  to  remove  many  false  impressions  now 

i  engraven  on  the  popular  mind.     To  these  errors  the  outcry  against 

{  corporations  is  largely  due.     Especially  is  this  true  of 

DISCRIMINATION. 

The  trouble  is,  no  distinction  is  made  between  just  and  unjust 

^discrimination.     Believing  distance  to  be  the  controlling  element 

?  m  framing  a  tariff,  the  public  fail  to  see  why  the  same  or  a  greater 

}   rate  should  be  charged  for  a  shorter  haul.      Consequently,  they 

demand  pro  rata  tariffs. 

*  This  aspect  of  the  question  is  not  a  new  one.  It  has  provoked 
many  conflicts  in  Europe — legislative  and  judicial.  Upon  nine 
separate  occasions  the  justice  of  the  principle  was  discussed  before 
Select  Committees  of  the  British  Parliament.  Eight  times  they 
sanctioned  the  practice  and  rejected  the  equal  mileage  plan,  and 
once  they  came  to  no  decision. 

The  public  still  being  dissatisfied  and  clamorous  for  equal  mile- 


age  rates,  a  Select  Committee  of  both  Houses  of  Parliament  was  ap- 
pointed, in  1872,  to  thoroughly  investigate  the  matter.  Their  ses- 
sions extended  over  a  period  of  five  months,  during  which  witnesses 
representing  every  interest  affected  by  railways  were  carefully 
examined,  and  the  objections  and  advantages  of  the  proposition 
freely  discussed.  Passing  in  admirable  review  the  various  com- 
plaints and  remedies  which  American  Legislatures  annually  throw 
out  as  novelties,  they  conclude  that 

"EQUAL  MILEAGE  RATES  ARE  INEXPEDIENT,"* 

and  give  the  following  reasons  why  such  proposition  "  is  imprac- 
ticable:" 

"(«)  It  would  prevent  railway  companies  from  lowering  their 
fares  and  rates  so  as  to  compete  with  traffic  by  sea,  by  canal,  or  by 
a  shorter  or  otherwise  cheaper  railway,  and  would  thus  deprive  the 
public  of  the  benefit  of  competition  and  the  company  of  a  legiti- 
mate source  of  profit. 

"  (J)  It  would  prevent  railway  companies  from  making  perfectly 
fair  arrangements  for  carrying  at  a  lower  rate  than  usual  goods 
brought  in  large  and  constant  quantities,  or  for  carrying  for  long 
distances  at  a  lower  rate  than  for  short  distances. 

"  (c)  It  would  compel  a  company  to  carry  for  the  same  rate  over 
a  line  which  has  been  very  expensive  in  construction,  or  which,  from 
gradients  or  otherwise,  is  very  expensive  in  working,  at  the  same 
rate  at  which  it  carries  over  other  lines. "f 

THE  INJUSTICE  OF  MAKING-  DISTANCE  A  CONTROLLING  PRINCIPLE 

may  be  illustrated:  Madison  is  much  nearer  Milwaukee  than  is 
Prairie  du  Chien,  and  would,  apparently,  be  entitled  to  much  lower 
rates.  Yet  its  business  costs  a  mere  trifle  less.  A  train  of  empty 
cars  leaves  Milwaukee,  the  requisite  number  are  dropped  at  Madi- 
son and  other  way  stations,  and,  at  Prairie  du  Chien  the  return 
trip  is  commenced.  The  locomotive  starts  with  the  capacity  to  haul 
a  full  train,  but  may  not  have  more  than  ten  or  twelve  cars  until  it 
approaches  Milwaukee.  The  cars  left  at  Madison  are  there  picked 
up.  Meantime  they  have  been  motionless,  and  cars  earn  money 
only  when  in  motion.  Having  had  to  provide  force  enough  to  move 
a  full  train,  the  Prairie  du  Chien  freight  is  thus  carried  to  Milwaukee 
nearly  as  cheaply  to  the  company  as  that  from  way  stations. 

The  Lake  Superior  trade  is  a  case  in  point.     The  supplies  for  that 

*  Report  Railway  Companies  Amalgamation,  p.  li. 
f  Ib.  p.  xxxii. 


3 

market  are  taken  there  by  water  and  by  rail ;  but  the  exports,  being 
mineral,  are  all  carried  away  by  lake.  There  is  no  return  freight 
for  the  loaded  cars  sent  north.  When  Menomonee,  Oconto  or  Green 
Bay  are  reached,  coming  south,  lumber  is  offered  for  shipment. 
Vessels  are  ready  to  take  it  at  a  low  rate.  The  railroad  company 
must  accept  their  rate  or  pass  on  with  the  empty  cars.  Now  it  is 
evident  that,  no  expense  being  added,  the  rate  derived,  though  small, 
is  so  much  gain,  and,  by  helping  to  meet  current  expenses,  enables 
the  company  to  do  its  regular  business  cheaper  than  it  otherwise 
could.  Yet,  if  forced  to  do  all  business  at  those  rates,  the  company 
could  not  pay  expenses  and  interest  upon  its  bonds. 
Experience  demonstrates  that 

RAILROADS  MUST  BE  RUN  ON  COMMERCIAL  PRINCIPLES. 

The  rates  from  competing  points  must  be  the  same  over  all  routes, 
irrespective  of  their  length,  if  they  would  share  in  the  carrying 
trade.  The  shortest  route  fixes  the  rate,  and  the  longer  roads  must 
accept  that  rate  or  forego  the  business.  This  natural  law  of  trade 
the  British  Parliament  recognized  by  enacting  that,  "  if  the  com- 
peting routes  are  not  unreasonably  circuitous  or  inconvenient,  the 
same  gross  rate  shall  be  charged." 

The  justice  of  such  provision  is  manifest.  Were  pro  rata  tariffs 
enforced,  the  shorter  route  would  be  assured  a  monopoly  of  the 
business. 

In  lamenting  the  high  rates  for  local  traffic,  the 

ADVANTAGES  CONFERRED  BY  THROUGH  LINES 

are  overlooked.  They  provide  constant  avenues  and  markets  for 
the  business  along  the  line.  Heretofore  this  business  was  at  a  stand- 
still for  months,  excepting  such  portion  as  could  be  done  by  team- 
ing. The  surrounding  community  have,  therefore,  reaped  the 
advantage  of  the  difference  between  railroad  charges  and  the  cost 
of  teaming,  and  between  a  business  of  twelve  months  instead  of 
a  few  months  in  the  year. 

When  the  States  of  Maryland,  Virginia,  Pennsylvania  and  New 
York  entered  upon  the  construction  of  their  canals,  a  ton  of  freight 
could  not  be  carried  over  an  ordinary  highway  for  less  than  ten  cents 
a  mile,  even  when  the  highway  was  in  the  best  condition;  while 
over  the  country  roads,  new,  as  many  in  this  State  are,  with  rocky 
hills  and  soft,  deep  soil  in  the  bottom  lands,  the  cost  averaged  20  cents 
a  mile,  whereas  the  Milwaukee  &  St.  Paul  and  Northwestern  Com- 
panies, last  year,  carried  their  whole  tonnage  at  an  average  of  2  j" 
cents  per  ton  per  mile. 


Were  it  not  that  repeated  efforts  are  made  to  enforce  uniform 
tariffs,  it  would  seem  unnecessary  to  show  that  it 

COSTS   MORE   TO    DO    LOCAL    THAN    THROUGH    BUSINESS. 

The  cars  in  local  trains  rarely  run  as  full  as  in  through  trains. 
Through  cars  can  be  loaded  to  their  full  capacity,  while  local  freight, 
having  to  be  distributed  along  the  line,  cannot  be  compactly 
loaded,  as  it  must  be  so  placed  that  it  can  be  most  expeditiously 
unloaded.  The  experience  of  some  managers  is,  that,  of  the  same 
class  of  freight,  only  six  tons  of  local  freight  can  be  averaged  in  a 
car,  while  ten  tons  can  be  carried  in  through  cars. 

Mr.  Stewart,  Secretary  of  the  London  and  Northwestern  Railway 
Company,  testified  before  a  Parliamentary  Committee  that  the 
average  weight  of  freight  placed  in  English  cars  capable  of  carry- 
ing five  tons,  does  not  exceed  If  tons.  And  the  fact  that  railway 
companies  are  obliged  to  run  more  passenger  cars  than  are  necess- 
ary to  accommodate  the  traveling  public,  he  illustrated  by  stating 
that  on  two  fair  average  days,  4,483  passengers  were  ticketed  from 
Euston  Square  Station,  while  the  coaches  provided  contained  13,512 
seats.  This  disproportion  was  largely  owing  to  the  company's 
sending  through  cars  on  to  branch  lines.  The  effect  of  this  was 
further  shown  in  the  selection  of  15  trains  bound  to  London,  on 
which  coaches  carrying  only  179  through  passengers  contained  1,274 
seats.*  When  the  preponderance  of  dead  weight  carried  is  so  great 
in  a  country  having  420  inhabitants  to  the  square  mile,  its  dis- 
proportion in  this  State,  with  less  than  twenty  persons  to  the  square 
mile,  can  well  be  imagined. 

But  the  main  difference  is  in  the  lesser  number  of  cars  hauled. 
Through  trains  can  be  loaded  to  their  full  capacity  and  be  so  for- 
warded the  entire  length  of  the  line;  while  local  trains  start  with 
a  few  cars,  pick  up  others  on  the  route,  and  drop  off  some;  conse- 
quently, the  average  number  in  the  train  differs.  It  is  believed 
more  money  can  be  made  at  2c.  per  ton  per  mile  on  long  business 
than  at  3c.  per  mile  for  local. 

New  business  can  be  done  cheaper  than  is  old  business  because 
the  latter  is  that  for  which  the  road  was  built,  and  is,  therefore, 
chargeable  with  the  expense  of  operation.  Many  large  expendi- 
tures are  not  affected  by  the  amount  of  business,  such  as  mainte- 
nance of  permanent  way,  stations  and  cars,  damages  by  fire  and 
flood,  and  other  expenses  which  probably  aggregate  one-third  of 
the  whole. 

*  Royal  Commission,  p.  Ixxvii. 


ACTION    OF    OTHER    STATES. 

When  this  question  came  before  the  New  York  legislature,  in 
1860,  it  was  shown  that  nearly  one-third  of  the  expenses  of  railway 
management  were  not  affected  by  the  increase  of  business. 

Before  the  same  Committee  Mr.  Minot  testified  that  the  approxi- 
mate cost  of  way  freight  on  the  New  York  and  Erie  Railway  aver- 
aged 50  per  cent,  more  than  the  through. 

And  when  the  question  came  before  a  Special  Committee  of  the 
Senate  of  Alabama,  in  1873,  the  chairman,  in  his  report,  gave  this 
practical  illustration:  "  Ordinarily  it  requires  24  hours  to  load  a 
car  and  24  hours  to  unload  it.  The  average  speed  of  a  freight 
train  is  ten  miles  an  hour.  A  car  carries  ten  tons  of  freight- 
Suppose  the  rate  charged  to  be  2c.  per  mile;  if  the  car  is  to  be 
moved  ten  miles,  it  would  require  49  hours,  and  it  would  earn  for 
the  company  $2.00,  that  is,  96c.  per  day. 

"  If  this  same  car  were  to  be  moved  1,000  miles,  it  would  require 
148  hours,  and,  at  the  same  rate  of  freight,  would  earn  $32.50  I»er 
day. 

"  Now  if  to  this  calculation  be  also  added  the  loss  to  the  company 
from  the  locomotive  continuing  its  trip  with  a  train  of  less  weight 
than  it  had  capacity  to  draw,  and  also  the  additional  expense  to  the 
company  of  station  houses  and  station  agents  and  employes  at  dif- 
ferent points  to  accommodate  the  local  business,  but  which  are  of 
no  use  for  through  business,  it  becomes  palpable  the  transportation 
of  freight  over  short  distances  justifies  a  discrimination  and  a 
charge  of  a  much  higher  rate  per  mile  of  distance  than  is  necessary 
when  the  transportation  is  over  long  distances." 

REASONS   FOR    UNEQUAL    RATES. 

It  requires  as  much  time  and  labor  to  receive,  handle  and  bill 
the  goods  and  collect  the  charges  when  the  freight  is  destined  five 
miles  as  it  does  if  consigned  500  miles.  And  it  is  not  possible  to 
name  a  rate  per  mile  that  would  be  deemed  fair  and  equitable  for 
five  miles  which  would  also  be  applicable  to  500  miles.  If  the  short 
rate  thus  ascertained  were  applied  to  long  distances,  many  necessa- 
ries— such  as  grain — could  not  be  moved,  because  the  freight  would 
exceed  the  value  of  the  article  shipped. 

Usually,  local  freight  is  not  unloaded  as  promptly  as  is  through 
freight.  Now  a  car  is  worth,  say  $10  per  day  in  the  busy  season ; 
therefore,  when  one  is  delayed  four  days,  the  company  loses  $40, 
while  the  charges  for  the  short  haul  might  not  exceed  $10.  The 


running  expenses  of  cars  in  motion  are  merely  nominal  compared 
with  those  incident  to  delay  at  stations  and  on  side  tracks. 

If  local  rates  were  obliged  to  be  made  to  correspond  with  through 
rates,  the  companies  would  be  forced  out  of  the  through  traffic. 

An  illustration  is  found  in  the  grain  traffic  of  the  Upper  Missis- 
sippi. Powerful  efforts  have  been  made  to  divert  it  down  the  river 
to  St.  Louis  and  New  Orleans,  and  latterly,  to  have  it  seek  the 
Atlantic  via  Duluth.  To  defeat  these  attempts  the  produce  had, 
sometimes,  to  be  carried  across  "Wisconsin  at  a  loss.  Were  the 
companies  forced  to  lower  their  local  rates  to  these  competitive 
figures  they  could  not  do  so  and  live.  They  would,  then,  be  obliged 
to  forego  that  trade  and  quietly  submit  to  see  it  pass  by  Wiscon- 
sin and  reach  the  sea  by  an  unfettered  route. 

If  the 

f       EXPERIENCE    OF    OTHER    COUNTRIES 

would  be  accepted  as  authority,  results  sufficiently  plain  to  guide 
the  legislature  could  be  plentifully  adduced.  The  bitterest  com- 
plaints in  England  have  always  been  that,  by  reason  of  unequal 
rates,  certain  districts  received  advantages  which  better  enabled 
them  to  compete  for  business  than  others.  The  respective  rights  of 
the  railways  and  the  public  were  defined  in  the  general  railroad 
law*  by  the  declaration  "  it  is  expedient  that  the  company  should 
"  be  enabled  to  vary  the  tolls  upon  the  railway  so  as  to  accommodate 
"them  to  the  circumstances  of  the  traffic;"  and  the  company  was 
authorized  "  from  time  to  time  to  alter  or  vary  the  tolls,  either  upon 
"  the  whole  or  upon  any  particular  portion  of  the  railway  as  they 
"  shall  see  fit," 

And  in  the  year  1867,  a  Royal  Commission,  after  investigating 
the  subject  in  all  its  bearings,  reported  that  "  Inequality  of  charge 
"  in  respect  of  distance,  besides  being  a  necessary  consequence  of 
"  *  *  competition,  is  an  essential  element  in  the  carrying  trade; 
"  that  is  to  say,  the  principle  which  governs  a  railway  company  in 
"  fixing  the  rate  is  that  of  creating  a  traffic  by  charging  such  a  sum 
"  for  conveyance  as  will  induce  the  produce  of  one  district  to  com- 
"  pete  with  that  of  another  in  a  common  market. 

"The  power  of  gran  ting  special  rates  thus  permits  a  development 
"  of  trade  which  would  not  otherwise  exist,  and  it  is  abundantly  evi- 
"  dent  that  a  large  portion  of  the  trade  of  the  country  at  the  pres- 
"ent  time  has  been  created  by  and  is  continued  on  the  faith  of 

*The  Railway  Clauses  Consolidation  Act. 


"special  rates."  And  they  conclusively  add:  "'The  conditions 
"  under  which  such  rates  are  granted  are  so  numerous  that  no  spe- 
"  cial  law  could  be  framed  to  regulate  them."  * 

Granting  that  such  latitude  would  confer  great  power  on  railway 
managers,  it  is  clearly 

THEIR  INTEREST  TO  DEVELOP  THE  TRADE 

of  their  respective  districts.  For  example,  in  1864,  during  a  tem- 
porary stoppage  of  the  coal  supply,  the  North  Staffordshire  Railway 
Company  of  England,  which  was  dependent  upon  the  prosperity  of 
the  pottery  trade,  carried  coal  from  the  Derbyshire  coal  mines  to  the 
Staffordshire  potteries  at  a  rate  of  freight  barely  in  excess  of  working 
expenses.  Had  they  not  done  so  the  pottery  trade  would  have  come 
to  a  stand-still,  and  the  railway  company  would  have  suffered  great 
loss.f 

By  the  exercise  of  such  discretion  railway  companies  en- 
courage the  location  of  manufactures  and  greatly  aid  in  placing 
them  on  a  permanent  basis. 

UNEQUAL  RATES  SANCTIONED  BY  THE  COURTS. 

The  right  of  a  company  to  charge  unequal  rates  has  been  affirmed 
by  the  English  Courts.  In  the  case  of  Ransome  v.  Eastern  Counties 
Ry.,  8  C.  B.  (N.  S.)  709,  the  Court  of  Common  Pleas  held  that  a 
company  may  charge  different  rates  for  carriage  where  the  expenses 
thereof  are  different;  and  that,  as  the  expense  of  starting  a  train 
is  the  same  for  a  great  or  small  distance,  this  may  fairly  be  taken 
into  account  and  justify  an  inequality  in  the  rates  of  carriage 
between  different  places. 

And  in  Nicholson  v.  Great  Western  Ry.  Co.,  4  C.  B.  (N.  S.)  366, 
the  same  Court  held  that  it  is  not  "  giving  an  undue  or  unreason- 
able preference  to  carry  goods  for  one  person  at  a  lower  rate  than 
the  Company  does  for  another  when  it  does  so  in  consideration  of  a 
guaranty  of  large  quantities  and  full  train  loads  at  regular  periods, 
provided  the  real  object  of  the  company  is  to  obtain  thereby  a  greater 
remunerative  profit  by  the  diminished  cost  of  carriage,  although  the 
effect  may  be  to  exclude  from  the  lower  rate  those  persons  who  can- 
not give  such  guaranty."  The  Court  further  say  that  a  company 
may  make  special  contracts  securing  advantages  to  individual  ship- 
pers where  it  clearly  appears  that,  in  making  such  agreements,  the 
company  has  only  the  interests  of  the  proprietors  in  view. 

*  Royal  Commission  on  Railways,  p.  xlvii. 
t  Ib.,  p.  xlvii. 


8 

In  regard  to  varying  passenger  rates  on  different  parts  of  the 
same  railway,  the  Court  held,  in  Caterham  Railway  Co.  in.  re.  1  C.  B. 
(N.  S.)  410,  that  higher  charges  on  one  branch  line  than  on  another 
do  not  per  se  constitute  an  undue  advantage. 

RELATIVE    COST    OF    MOVING    FREIGHT. 

The  cost  of  movement  varies  with  the  circumstances  of  the  sev- 
eral roads.  One  may  have  an  abundance  of  coal  along  its  line, 
while  others  may  have  to  transport  their  fuel  many  miles  to  the 
depots  of  supply. 

Another  may  have  a  comparatively  level,  straight  road-bed,  over 
which  an  ordinary  locomotive  can  haul  forty  or  fifty  cars,  contain- 
ing ten  tons  each;  while  a  rival  road,  or  another  portion  of  the  same 
line,  may  have  such  heavy  grades  and  sharp  curves  that  the  same 
power  cannot  draw7  one-half  the  load.  Such  is  the  case  on  the  Tunnel 
Section  of  the  Northwestern  railway,  in  Monroe  county.  There, 
two  of  the  most  powerful  engines  are  required  to  draw  one-half  the 
load  an  ordinary  locomotive  can  haul  upon  a  comparatively  level 
line.  In  that  event,  the  cost  per  mile  on  the  heavy  part  is  four 
times  that  on  the  level  line.  For  every  grade  of  20  feet  to  the  mile 
the  work  required  to  overcome  it  is  estimated  as  equal  to  that 
expended  on  two  miles  of  level  road. 

Presuming  on  the  perfect  condition  of  the  road  and  engine,  a 
locomotive  that  will  move  ninety  loaded  cars  on  a  level  grade,  will 
haul  only  fifty-six  cars  on  a  grade  of  ten  feet  to  the  mile;  and,  on 
a  grade  of  twrenty  feet,  it  will  haul  forty  cars — showing  a  difference 
between  a  grade  of  twenty  feet  and  a  level  grade  of  two  and  one- 
quarter  to  one.  On  a  thirty  feet  grade  the  same  engine  will  haul 
thirty-one  cars;  on  a  forty  feet  grade,  twenty-five  cars;  on  a  fifty 
feet  grade,  twenty-one  cars,  and  on  a  sixty  feet  grade,  eighteen 
cars.* 

COST   INCREASED   BY    UNUSED   CAPACITY. 

The  cost  is  further  increased  by  the  amount  of  unused  capacity 
and  the  dead  weight  carried.  Suppose  two  roads  have  cost  the  same, 
the  tariff  prescribed  for  one  may  be  unprofitable  to  the  other  on 
account  of  lack  of  business.  Therefore,  in  making  comparisons 
between  different  lines,  justice  requires  an  examination  into  the 
amount  of  business  done.  Thus,  as  shown  in  Exhibit  A,  the  Penn- 
sylvania railroad  last  year  carried  9,211,231  tons  of  freight,  or  11,124 
tons  per  mile  of  road  operated ;  while  the  Chicago  &  Northwestern 

*  Report  of  Col.  J.  H.  Sirnson  to  the  Secretary  of  the  Interior,  Sept.  16,  1865. 


carried,  during  the  same  period,  3,591,090  tons,  or  2,411  tons  per 
mile,  and  the  Milwaukee  &  St.  Paul  Railway,  1,752,706  tons  during 
the  year,  or  1,252  tons  to  the  mile  of  road.  That  is,  the  North- 
western, with  its  1,489  miles  of  road,  did  only  38  per  cent.,  and 
the  Milwaukee  &  St.  Paul,  with  1,400  miles,  19  per  cent,  of  the  busi- 
ness done  by  the  Pennsylvania  upon  less  than  900  miles  of  road. 
Similar  deductions  are  shown  by  comparisons  with  the  freight 
movement  on  all  Eastern  trunk  lines. 

The  result  is,  that,  in  consequence  of  the  vast  amount  of  business 
done  by  those  roads,  even  though  taken  at  an  average  rate  of  1£  cents 
per  ton  per  mile,  against  2  ,f0  cents  received  by  the  Northwestern, 
and  2  /,« cents  by  the  St.  Paul  Company,  the  gross  earnings  per 
mile  of  the  Boston  &  Albany  railroad  exceed  those  of  the  North- 
western Company  nearly  four  times  and  those  of  the  St.  Paul  Com- 
pany five  times,  while  its  net  earnings  are  much  larger,  per  mile, 
than  are  the  gross  earnings  of  the  latter  Company. 

The  differences Jare  still  more  striking  in  the  net  results  of  the 
New  York  Central  and  Pennsylvania,  the  former  being  seven  times 
and  the  latter  six  times  greater  than  those  of  the  Milwaukee  &  St. 
Paul  railway  for  the  same  period. 

Comparisons  with  Ohio  and  New  England  Roads  show  similar  re- 
sults. [See  Exhibits  B  and  C].  The  Cinn.,  Ham.  &  Dayton  railroad 
carried,  during  the  year  1873,  a  total  of  9,927  tons  per  mile,  and  the 
Cleveland  &  Pittsburgh  railroad  10,611  tons  per  mile;  and,  despite 
an  average  lower  rate  per  ton  per  mile,  the  net  earnings  per  mile  of 
three  of  these  roads  exceed  the  gross  earnings  per  mile  of  Wisconsin 
roads;  while  all  of  them  show  much  larger  gross  results  per  mile. 

CURRENT   OF   TRADE   IN   ONE   DIRECTION. 

Trade  currents  are  mainly  in  one  direction.  Four-fifths  of  the 
loaded  cars  hauled  eastward  over  the  Pennsylvania  railroad,  during 
1873,  were  returned  empty ;  and  72  per  cent,  of  the  Erie  Railway  traffic 
for  the  same  year  was  eastward  bound.  During  the  month  of  Au- 
gust, 1873,  the  Chicago  &  Alton  railroad  received  7,585  loaded  cars 
at  Chicago,  but,  in  order  to  do  so,  had  to  send  out  5,394  empty  cars. 

On  the  Milwaukee  &  St.  Paul  railway  the  disproportion  was  still 
greater — 1,358,745  tons  being  carried  eastward,  and  432,759  tons 
westward.  That  is,  the  west-bound  freight  was  only  31  per  cent 
of  the  east-bound.  The  same  general  results  are  observable  on  the 
Chicago  &  Northwestern,  the  Lake  Shore,  and  the  Michigan  Central 
railroads,  as  shown  in  Exhibit  A. 


1O 

Were  the  movement  of  freight  more  equalized,  the  cost  of  trans- 
portation would  be  largely  reduced.  Yet  the  irregularity  of  busi- 
ness demands  as  large  an  equipment  as  though  it  were  constant. 

The  earning  traffic  being  mainly  in  one  direction,  the  cars,  in 
order  to  earn  at  all,  must  be  returned  to  be  reloaded.  If  returned 
empty,  the  freight  carried  must  make  up  the  loss.  Even  a  slight 
income,  earned  by  the  return  cars,  would  help  to  meet  the  general 
expenses;  therefore,  the  best  rate  obtainable  under  the  circum- 
stances, would  seem  to  be  reasonable. 

In  the  case  of  f»  >ur  fifths  of  the  traffic,  when  a  shipper  at  Ripon, 
Sparta,  or  any  station  distant  from  the  lake,  calls  for  cars  in  which 
to  ship  wheat  to  Milwaukee,  the  companies  have  to  send  empty  cars, 
so  that  it  is  equivalent  to  making  a  double  trip  in  order  to  secure 
freight  for  one  trip. 

COST    OF    RUNNING    FAST. 

Foreign  railway  companies  recognize  that  speed  is  the  essence  of 
expense  by  making  lower  rates  for  passengers  and  freights  carried 
by  slow  trains.  The  estimate  of  experts  is,  that  expenses  increase 
as  the  square  of  the  velocity;  but  the  ratio  is  even  greater,  that  is, 
if  the  speed  of  the  engine  is  doubled,  the  cost  of  the  wear  and 
tear  of  the  road  is  more  than  quadrupled. 

Moving,  loaded  cars  represent 

THE    EARNING    EQUIPMENT    OF    A    ROAD, 

and  upon  their  use  largely  depends  the  relation  between  profit  and 
loss.  Each  road  having  the  financial  ability,  possesses  the  num- 
ber of  cars  experience  shows  to  be  necessary  for  its  operations 
at  the  busiest  season.  But  the  income  per  car,  at  that  time,  would 
not  be  a  fair  criterion  of  the  business  of  the  road,  nor  of  the  aver- 
age value  of  the  entire  equipment. 

This  can  be  illustrated  by  the  operations  of  the  Chicago  &  North- 
western railway  for  the  six  months  ending  Nov.  30,  1874.  The  car 
equipment  comprised  6,628  cars,  exclusive  of  ore  cars.  Of  this  num- 
ber 215  made  no  mileage,  leaving  6,413  to  make  all  the  movements. 
The  actual  car  mileage  was  30,662,291  miles,  equivalent  to  306,662,- 
910  ton  mileage,  while  the  actual  ton  mileage  was  but  212,275,311, 
or  69  per  cent,  of  the  mileage  the  cars  were  forced  to  make  on 
account  of  the  irregular  distribution  of  the  freight. 

The  actual  freight  mileage  capacity  of  the  cars,  allowing  ample 
time  for  loading  and  unloading,  and  for  the  disability  of  a  liberal 
number,  is  about  144,000,000  car  mileage,  or  1,440,000,000  ton  mile- 


1 1 

age,  while  the  actual  ton  mileage  performed  was  212,275,311,  which 
shows  that  the  actual  car  mileage  was  only  fifteen  per  cent,  of  the 
car  mileage  the  equipment  required  by  the  fluctuating  business  is 
capable  of  doing. 

And  this  per  centage  is  further  reduced  by  the  fact  that,  of  the 
actual  car  mileage  made,  about  75  per  cent,  only  was  paying  ton 
mileage,  which  shows  that  the  total  tonnage  of  the  Chicago  &  North, 
western  system  is  but  11  per  cent,  of  the  capacity  of  the  rolling 
stock  the  Company  is  obliged  to  keep  ;  that  is,  were  the  freight 
constant,  regular  and  in  car  loads,  739  cars  would  do  the  same  busi- 
ness which  now  requires  6,628  cars. 

Keeping  in  view  this 

GREAT    DISPROPORTION 

between  what  Western  railroads  are  able  to  do  and  what  is  given 
them  to  do,  let  us  contrast  the  operations  of  leading  Eastern  lines. 
The  fairest  way  is  to  take  the  tonnage  carried  one  mile. 

During  the  year  1873,  the  Milwaukee  &  St.  Paul  Railway,  ope- 
rating 1399  miles  of  road,  carried  257,638,532  tons  one  mile,  or, 
184,159  tons  per  mile  of  road,  at  an  average  rate  of  2,60°0  cents  per 
ton  per  mile;  while  the  New  York  Central,  with  858  miles  of 
road,  carried  1,24-1,650,063  tons  one  mile,  or,  1,452,972  tons  per 
mile  of  road,  at  an  average  rate  of  I,",,  cents  per  ton  per  mile. 
Thus,  the  movement  per  mile  of  road  on  the  Milwaukee  &  St.  Paul 
was  only  12  per  cent,  that  of  the  New  York  Central. 

Similar  results  are  deducible  from  comparisons  with  other  East- 
ern roads,  as  shown  in  Exhibits  A  and  C,  the  figures  in  which  are 
taken  from  their  own  published  reports  and  late  State  documents. 

Taking  these  standards,  it  must  be  apparent  that  the  "Wisconsin 
companies,  having  costly  roads  which  are  not  worked  up  to  one- 
fifth  of  their  capacity,  their  tariifs  must  necessarily,  in  order  to 
meet  fixed  and  current  expenses,  tax  the  tonnage  that  is  moved 
much  more,  per  ton,  than  would  be  the  case  were  the  capacity  of  the 
roads  attained  or  even  approximated. 

COST   DECREASES   AS   BUSINESS   INCREASES. 

The  expense  of  transportation  decreases  as  the  volume  of  freight 
increases.  To  forward  a  single  letter  from  the  Atlantic  to  the 
Pacific  coast,  by  special  messenger,  would  cost  several  hundred  dol- 
lars. Deposited  in  the  Government  mails,  three  cents  pays  for  its 
transportation.  This  cheap  service  is  possible  because,  simulta- 
neously, a  like  service  is  performed  for  thousands  of  other  patrons. 


• 


I  2 

In  establishing  the  route,  the  Government  provided  all  the  appli- 
ances for  the  service,  and  the  increased  cost  of  conveying  one  hun- 
dred or  one  thousand  additional  letters  in  each  mail  compared  with 
the  larger  revenue  yielded,  is  scarcely  appreciable. 

Freight  transportation  is  subject  to  the  same  law.  Facilities  for 
doing  a  large,  constant  business  are  provided;  therefore  the  cost 
per  ton  when  a  vast  tonnage  is  moved  must  be  inconsiderable  com- 
pared with  the  cost  when  but  a  small  amount  is  carried. 

The  impression  is  general  that  Western  roads  charge  much  higher 
rates  than  do  Eastern  roads.  Often  it  is  said  that  it  costs  as  much 
to  move  produce  to  the  lakes  as  it  does  thence  to  the  sea.  This 
arises  from  the  fact  that  Western  local  rates  are  compared  with 
Eastern  through  rates.  Compare  the  local  tariffs  of  the  respect- 
ive roads  and  a  different  result  is  shown.  To  aid  in  this  investiga- 
tion several  comparative  tables  have  been  prepared  and  appended 
hereto  as  exhibits.  They  present 

MATTER    FOR    DEEP    REFLECTION. 

The  classes  enumerated  in  the  Potter  law  as  D,  E,  F,  G,  H,  I,  J, 
were  selected,  and  the  distance  rates  prescribed  therein  are  con- 
trasted with  the  published  rates  for  like  services  on  leading  Eastern 
and  Western  roads. 

A  glance  at  the  lumber  rates  will  be  instructive — [Exhibit  D.] 
For  a  distance  of  200  miles  the  Pennsylvania  Road  charge  $61  per  car 
load;  the  Boston  &  Albany,  $48;  Vermont  Central,  $46;  Erie,  $37; 
Great  Western,  Michigan  Central,  and  Illinois  Central,  each  $38; 
Lake  Shore  &  Michigan  Southern,  $35;  Indianapolis,  Cincinnati 
&  Lafayette,  $56;  and  Hannibal  &  St.  Joe,  $65  per  car  load.  For 
the  same  service  the  Potter  law  allows  $25  per  car.  The  roads 
named  do  a  large  lumber  business.  Three  of  them  start  from  the 
chief  lumber  market;  and  another — the  Vermont  Central,  whose 
rate  is  $46 — runs  through  Burlington,  the  fourth  largest  lumber 
point  in  the  country. 

The  comparative  statement  of  grain  rates  is  scarcely  less  sug- 
gestive. [Exhibit  E.]  For  a  distance  of  225  miles  the  rates  per 
100  Ibs.  are:  on  the  Yermont  Central,  31c.;  Boston  &  Albany,  30c. ; 
Erie,  27c. ;  Pennsylvania,  36c. ;  Pittsburgh  &  Fort  Wayne,  32c. ; 
St.  Louis,  Kansas  City  &  Northern,  34c;  and  Chicago,  Burlington 
&  Quincy,  36c.  The  Potter  law  allows  22£c.  for  the  service. 

On  Flour— [Exhibit  F.]  the  Potter  law  rate  for  200  miles  is: 
44c.  per  bbl.,  while  the  Vermont  Central  charge  80c. ;  the  Boston 


'3 

&  Albany,  60c. :  Pennsylvania,  72c. ;  Erie,  50c. ;  Fort  Wayne,  67c. ; 
Great  Western  of  Canada,  52c.;  Hannibal  &  St.  Joe,  50c.;  St. 
Louis,  Kansas  City  &  Northern,  67c. ;  and  C.,  B.  &  Q.,  70c.  per 
barrel. 

On  Live  Stock — [Exhibit  G] — the  Potter  law  allows  $25  per 
car  load  for  100  miles;  the  Boston  &  Albany  charge  $36;  the  Ver- 
mont Central,  $34;  the  Fort  Wayne,  $45;  the  Hannibal  &  St.  Joe, 
$39;  Louisville  &  Nashville,  $45;  and  the  C.,  B.  &  Q.,  $47. 

But  the  comparative  rates  on  Agricultural  Implements,  Furni- 
ture and  Wagons — [Exhibit  H]  are  most  remarkable.  In  some 
cases  the  difference  exceeds  100  per  cent.  Take  the  rates  for  150 
miles.  The  Potter  law  presumes  that  $29  per  car  load'  is  a  fair  rate. 
The  Vermont  Central,  Indianapolis,  Cincinnati  &  Lafayeti  e,  Hanni- 
bal &  St.  Joe,  and  Chicago,  Burlington  &  Quincy — running  through 
rich  manufacturing  and  agricultural  districts — charge  more  than 
double  the  Wisconsin  rate,  while  the  Great  Western  of  Canada 
charge  $49 ;  the  Fort  Wayne,  $48 ;  Michigan  Central,  $42 ;  and  the 
St.  Louis,  Kansas  City  &  Northern  Road,  $55  per  car  load. 

The  rates  on  Salt,  Cement  and  Lime — [Exhibit  I] — and  on  Coal, 
Brick,  Sand,  Stone,  etc., — [Exhibit  J] — are  not  less  instructive.  In 
fact  all  the  tables  will  repay  careful  perusal. 

THE    SHOWING    WOULD    HAVE    BEEN    STILL    WORSE 

had  the  distance  rates  on  the  roads  named,  for  say,  40,  70,  90,  120 
and  140  miles,  been  taken  instead  of  for  each  successive  25  miles, 
as  the  Potter  law  rates  do  not  vary  for  that  distance  until  the  next 
25  miles  are  reached.  The  rates  given  are  taken  from  the  latest 
published  tariffs  of  the  several  roads,  many  of  the  figures  being 
filled  in  by  the  General  Freight  Agents  of  the  respective  companies. 
Their  study  should  dispel  the  illusion  that  Eastern  lines  carry  for  a 
mere  bagatelle  compared  with  the  rates  enforced  on  Western  roads. 
It  should  also  be  remembered  that  a  great  difference  exists 
between  the  business  done  by  Western  roads  and  that  given 
to  the  trunk  lines.  The  railways  which  radiate  from  Lake  Michigan 
and  run  like  lattice-work  throughout  the  West,  gather  up  business, 
and,  centering  at  Chicago,  pour  it  by  train  loads  on  to  the  tracks  of 
the  through  lines  to  the  East.  The  latter  have  simply  to  forward 
it.  It  is  this  fortunate  condition  which  gives  the  New  York'  Cen- 
tral Railroad  sixteen  miles  of  freight  cars  daily!  The  Western  roads 
are  feeders;  the  Eastern  lines  are  receivers.  The  latter  are  saved  the 
expense  of  picking  up  this  business  by  driblets.  It  comes  to  them 


14 

in  volumes.     Trains  follow  each  other  in  quick  succession,  and  their 
constant  movement  ensures  economy. 

This  desirable  condition,  and  the  efforts  to  obtain  it,  impel  the 
companies  to  form  connections  with  what  are  commonly  termed 

UNPROFITABLE    OUTSIDE    LINES. 

Complaint  is  made  that  the  people  of  Wisconsin  and  Illinois 
have  to  pay  the  cost  of  supporting  certain  Iowa  and  Minnesota  lines. 
A  glance  at  the  facts  will  show  how  much  truth  is  in  the  charge. 
The  Galena  Division  of  the  Chicago  &  Northwestern  Railway  fur- 
nishes an  apt  illustration.  Thirty  miles  west  of  Chicago  the 
double  track  line  diverges,  one  running  northwest  through  Belvi- 
dere  and  Rockford  to  Freeport;  the  other  continuing  westward  via 
Dixon  and  Sterling  to  the  Mississippi.  The  Freeport  line  has  no 
through  connection.  Its  business  is  entirely  local.  The  Dixon 
Air  Line  connects  with  several  Iowa  roads  and  irom  them  receives 
a  large  traffic.  Both  lines  run  through  a  rich,  populous  country — 
fitly  termed  the  garden  of  Illinois.  Mark  the  different  results. 
The  gross  earnings  of  the  Freeport  Line  for  the  year  1873  were 
$8,201.36  per  mile;  while  those  of  the  Dixon  Air  Line  were 
$20,556.76  per  mile,  the  through  business  contributed  by  the  "  out- 
side lines  "  being  the  sole  occasion  of  the  difference. 

Without  such  contributions  from  connecting  lines,  it  is  not  appa- 
rent how  the  Madison  Extension  of  the  Northwestern  Railway 
could  pick  up  local  business  enough  to  pay  its  operating  expenses. 

To  make  the  investigation  more  thorough,  comparisons  have 
been  made  with 

FOREIGN    RAILWAY    TARIFFS. 

The  lines  selected  are  among  the  leading  roads  of  Great  Britain. 
One  of  them  operates  1,539  miles,  and  the  mileage  of  two  others 
aggregate  nearly  2,400  miles.  [Exhibit  R.]  Their  charges  are  taken 
from  the  returns  made  by  them  to  a  Royal  Commission  appointed 
for  that  purpose.  For  100  miles  the  rate  on  Flour  per  barrel  [Ex- 
hibit K]  is,  on  the  Midland  Railway,  36c.;  North  Eastern,  36c.; 
Great  Eastern,  30c.;  London,  Brighton  &  South  Coast,  30c.;  and 
Glasgow  &  South  Western,  40c.  The  Potter  law  allows  28c.  For 
longer  distances  the  disproportion  is  still  greater. 

Comparisons  on  grain  rates  show  similar  results.  For  150  miles 
the  Potter  law  allows  18c.  per  100  Ibs.;  while  the  Midland  Railway 
charge  27  c.;  the  N.  Eastern,  27c. ;  Great  Eastern,  22c.;  London, 
Brighton  &  South  Coast  Railway,  22  cents;  and  Glasgow  &  South 
Western  Railway,  30c. 


The  rates  on  Flour  and  Grain  are  especially  fair  comparisons, 
because  it  is  notorious  that,  in  order  to  foster  manufactures  by 
securing  cheap  labor,  the  British  Government  has  always  endea- 
vored to  keep  low  the  price  of  breadstuffs. 

Upon  Salt  and  Cement — [Exhibit  L]  the  differences  are  even 
greater.  For  150  miles  the  Potter  law  allows  35c.  per  barrel. 
The  Midland  Railway  charge  84c. ;  the  North  Eastern,  53c. ;  Midland 
Great  Western  of  Ireland,  63c. ;  and  the  Glasgow  &  South  Western 
of  Scotland,  84c.  per  barrel. 

Upon  Agricultural  Implements  and  Wagons — [Exhibit  M]  the 
rates  are  100  per  cent,  higher.  The  rates  on  these  articles  are  fixed 
by  the  Railway  Clearing  House,  and  are  the  same  for  all  roads 
belonging  to  that  association.  For  100  miles  the  Potter  law  rate  is 
$23  per  car  load.  On  the  English  roads  it  is  $43.75.  For  125  miles, 
Potter  law  rate,  $26 ;  English  rate,  $53.75 ;  and  for  150  miles,  Potter 
law  rate,  $29;  English  rate,  $63.75. 

Appended  to  the  Report  recently  made  to  Congress  by  Senator 
Windorn,  of  Minnesota,  Chairman  of  the  Select  Committee  on 
Transportation-Routes  to  the  Seaboard,  is  a  statement  of  through 
rates  for  freight  on  English  railways,  which  confirms  the  differences 
herein  shown.  For  example,*  the  English  rate  on  Flour,  per  bbl., 
for  150  and  300  miles,  is  44  cents  and  72  cents  respectively.  The 
Potter  law  allows  36  cents  and  43  cents  for  the  same  distances.  On 
Lumber,  the  car-load  rate  for  150  miles  is  $44,  against  $21  named 
in  the  Potter  law.  Upon  Salt,  Cement,  and  Lime,  per  bbl.,  the 
English  rate  for  150  miles  is  85  cents  ;  Potter  law  rate,  56  cents 
per  bbl.;  while  upon  Agricultural  Implements,  Furniture  and 
Wagons,  per  car-load,  the  English  rate  is  $96,  against  $29  allowed 
by  the  Potter  law. 

To  dissipate  any  doubt  regarding  the  correctness  of  the  compari- 
sons, the  tariffs  and  reports  f  from  which  they  were  taken  will  be 
laid  before  your  Honorable  body,  if  desired.§ 

Nor  is  it  desired  the  exceptionally  low  rates  charged  by  the 
Atlantic  &  Great  Western  Railway  should  be  overlooked.  They 
are  and  have  been  such  that  the  company — controlled  by  Mr. 


*  Transportation  Routes  to  Seaboard;  Appendix,  p.  223. 

f  Appendices  to  Evidence — Royal  Commission  on  Railways. 

§  In  all  these  foreign  tariffs,  the  charges  are  stated  at  a  given  rate  per  ton  per 
mile.  In  arriving  at  the  comparisons,  the  premium  on  gold  is  made  to  offset  the 
difference  between  the  English  and  the  American  ton. 


McHenry,  the  English  low  rate  advocate — lias  failed  to  meet  its 
obligations  and  the  road  is  now  in  the  hands  of  a  Receiver;  which 
warrants  the  belief  that  a  similar  fate  awaits  any  corporation  that 
hazards  the  experiment  of  doing  business  at  a  loss. 

The  comparative  diiferences  are  still  more  remarkable  in  view  of 

THE    RELATIVE    COST    OF    OPERATING    ROADS. 

The  cost  per  mile  run  on  the  Milwaukee  &  St.  Paul  Railway,  last 
year,  was  $1.39.  On  the  Cleveland  &  Pittsburgh  Road  it  was  54c.  per 
train  mile;  on  the  Philadelphia  &  Reading,  61c. ;  on  the  Pennsyl- 
vania Road,  95c.;  and  on  the  Michigan  Central,  $1.22.  Upon  28 
Massachusetts  roads  it  averaged  $1.28,  and  upon  all  the  roads  in 
Great  Britain,  in  1872,  it  averaged  66c.  per  train  mile.  When  it  is 
remembered  that  the  miles  run  upon  each  of  the  roads  named 
extend  well  up  into  the  millions,  it  will  be  manifest  that  the  aggre- 
gate cost  of  operating  roads  in  the  West,  with  their  lighter  busi- 
ness, is  vastly  greater  than  in  the  East. 

This  is  aggravated  by  the 

INCREASED   COST   OF   FUEL. 

Pennsylvania  and  Ohio  railways  procure  their  coal  supply  at 
about  $1.50  per  ton;  and  the  Illinois  companies  which  traverse 
mining  regions  obtain  their  supply  at  an  average  of  $1.80  per  ton. 
Wisconsin  companies  are  not  so  fortunate.  They  are  obliged  to  pay 
$4  or  $5  per  ton  for  an  inferior,  soft  coal. 

Practically,  the  cheapness  of  fuel  levels  the  Alleghany  moun- 
tains. The  heavy  grades  on  the  Pennsylvania  Raiload  simply 
demand  additional  power,  and  the  steam  created  by  their  abundant 
fuel  lifts  the  vast  tonnage  over  the  mountains  at  a  less  cost  than 
Wisconsin  and  Minnesota  companies  can  operate  in  the  open 
country. 

The  mass  of  the  people  being  much  exercised  about 

PASSENGER    RATES, 

comparisons  with  the  practice  of  other  States  and  countries  will  be 
of  service.  Where  population  is  dense,  the  earnings  from  passen- 
gers form  nearly  one-half  the  gross  receipts.  This  result  is  seen 
in  England — [Exhibit  N] — where  the  passenger  receipts,  in  1872, 
were  41  per  cent,  of  the  gross  earnings.  On  the  Chicago  &  North 
Western  Railway,  last  year,  they  were  23  per  cent.,  and  on  the  Mil- 
waukee &  St.  Paul  Railway,  20  per  cent.  Yet,  as  shown  in  Exhibit 
O,  the  first-class  fare  on  all  the  English  roads  named  exceeds  5c. 
per  mile,  and,  in  two  cases,  exceeds  6c.;  while  the  second-class  fare 


17 

averages  4c.  per  mile,  and  only  third-class  accommodations  are 
given  for  2c.  per  mile. 

True,  the  conditions  of  passenger  travel  are  not  precisely  anala- 
gous.  Society  in  England  is  divided  into  three  classes — upper, 
middle  and  lower — and  the  companies  felt  obliged  to  make  the  dis- 
tinctions. For  a  time  third-class  passengers  were  not  carried  on 
express  trains,  but  were  restricted  to  the  single  slow  train  Parlia- 
ment required  each  company  to  run  daily.*  Since  the  change, 
receipts  from  third-class  passengers  have  increased  until,  in  1872, 
they  exceeded  the  combined  receipts  from  first  and  second-class 
travel.  Similar  experiments  in  this  country  have  failed.  The  proud 
consciousness  that  one  man  is  as  good  as  another,  and  is,  therefore, 
entitled  to  the  same  accommodations,  will  not  allow  any  one  to 
put  up  with  third-class  fare. 

The  popular  theory  that 

REDUCED    PASSENGER    RATES 

will  produce  a  greater  net  revenue  by  inducing  a  proportionate  in- 
crease of  travel,  is  true  only  upon  conditions  not  yet  found  in  the 
West.  To  most  men,  the  time  occupied  away  from  their  business, 
hotel  bills  and  other  expenses  incident  to  travel,  have  a  greater 
bearing  upon  their  movements  than  a  few  cents  difference  in  the 
railway  fare.  In  a  rich,  populous  country,  adjacent  to  a  large  city, 
where  the  time  employed  as  well  as  the  attendant  expenses  are  less, 
the  travel  will  certainly  be  larger  at  low  rates  than  at  higher  rates, 
though  by  no  means  in  proportion  to  the  decrease. 

The  English  railway  companies  having  been  mulcted  in  heavy 
damages  for  injuries  to  passengers  traveling  at  the  lowest  rates, 
Parliament,  on  requiring  a  certain  company  to  run  cheap  trains  to 
and  from  London,  limited  the  liability  of  the  company  in  respect 
of  passengers  by  those  trains  f — a  consideration  the  justice  of 
which  is  beyond  dispute. 

A    CONTRAST. 

In  Germany,  third  class  passengers  are  huddled  together  in  rough, 
open  cars,  and  are  often  obliged  to  stand  in  close  order  during  their 
transit.  In  this  country  a  passenger  receives,  for  second  class 
English  rates,  room  enough,  in  parlor  coaches,  for  a  bed  on  which 
he  can  lie  down  and  sleep  to  his  journey's  end. 

*  The  earnings  derived  from  Parliamentary  trains  are  exempt  from  taxation, 
and  the  trains  are  not  required  to  be  run  faster  than  12  miles  an  hour,  whereas 
express  trains  average  over  40  miles  an  hour. — Ry.  Go's.  Amal,  p.  xvi. 

f  Report  Royal  Commission,  p.  Ixxvii. 
*2 


i8 

The  rates  in  Prussia  are:  by  express  trains, — first  class,  4%  cents 
per  mile;  by  ordinary  trains. — first  class,  3i4050  cents;  second  class,  2,^ 
cents;  and  third  class,  I'M  cents. 

In  Austria  the  rates  are:  by  express  trains, — first  class,  5  cents 
per  mile;  by  ordinary  trains, — first  class,  4,^  cents  ;  second  class, 
3/w  cents,  and  third  class,  2^  cents. 

In  addition  to  these  rates,*  for  all  baggage  in  excess  of  50  Ibs. 
there  is  a  charge  of  17  cents  to  25  cents  per  ton  per  mile. 

England  has  an  area  of  50,922  square  miles,  and  contains  over 
21,400,000  inhabitants,  or  420  persons  to  the  square  mile.  The 
chief  railway  traffic,  as  in  Belgium,  France  and  Germany,  is  con- 
nected with  mining,  iron  works  and  manufacturing.  These  indus- 
tries occasion  the  most  travel,f  while  this  State  is  almost  wholly 
agricultural,  causing  but  little  movement  among  the  people. 

Frequent  reference  is  made  to  the 

NEW   TOKK    CENTRAL    KATE   OF   TWO    CENTS   PER   MILE. 

No  other  road  is  so  fortunately  located.  From  Suspension  Bridge 
and  Buffalo  to  New  York  city  it  traverses  a  country  rich  in  agri- 
cultural and  industrial  resources,  and  dotted  as  thickly  with  popu- 
lous cities  as  there  are  farm  houses  along  many  Wisconsin  lines 
This  unequaled  advantage  enables  that  Company  to  profitably  run 
50  passenger  trains  daily,  while  two,  each  way,  amply  accommodate 
the  limited  travel  in  this  State.  Nor  should  the  still  more  signifi- 
cant fact  be  overlooked  that  the  net  earnings  from  passengers  alone 
on  the  New  York  Central,  during  1873,  were  $2,035  per  mile — a 
much  larger  revenue  per  mile  than  the  net  results  from  all  sources 
on  the  Milwaukee  &  St.  Paul  railway  for  the  last  fiscal  year. 

The  solution  is  found  in  the  far  larger  number  of  passengers  per 
mile  carried  by  lines  in  other  States  than  is  possible  in  Wisconsin 
with  the  present  sparse  population  of  the  State. 

During  the  year  1873,  the  Milwaukee  &  St.  Paul  railway  carried 
967,754  passengers,  or  692  persons  to  the  mile  of  road  operated, 
while  the  Boston  &  Albany  railway  carried  20,417  passengers  per 
mile;  the  Boston  &  Lowell,  30,537;  the  Connecticut  River  road, 
20,077;  the  Eastern  of  Mass.,  21,277;  the  New  York  &  New  Haven, 
25,542;  the  United  roads  of  New  Jersey,  28,790,  and  the  Boston  & 
Providence  as  many  as  56,690  passengers  to  the  mile  of  road. 

*  Report  Royal  Commission,  p.  Ivii. 

f  Mass.  Commissioners'  2d  Annual  Report. 


'9 

During  the  same  period,  the  Chicago  &  Northwestern  railway  car- 
ried 1,869  passengers  per  mile.     [See  Exhibit  S.] 
An  examination  of  the 

RATES    ON    OHIO    RAILROADS 

shows  an  average,  for  the  shortest  distances,  of  5  cents  per  mile;  and, 
for  less  than  30  miles,  4  cents  per  mile,  while  the  average  for  long 
distances  is  3^-  cents  per  mile.  [Exhibit  P].  Comparisons  with 
Ohio  are  better  because  the  passenger  earnings  per  mile  more  nearly 
approach  the  proportion  on  Wisconsin  lines.  Nine  different  tariffs 
were  prescribed  by  the  Legislature  of  that  State  for  the  railroads,  but 
these  proving  inoperative,  the  companies  are  now  allowed  the  utmost 
freedom. 

THE  CHEAP  RATES  IN  BELGIUM 

being  often  cited,  we  have  taken  pains  to  look  into  that  system. 
The  Belgium  railways  were  commenced  by  the  State  after  the  Kevo- 
lution  of  1830,  at  a  time  when  private  enterprise  was  unequal  to  the 
task  of  constructing  them.  The  necessary  money  was  borrowed 
on  the  principle  that  it  should  be  gradually  redeemed  by  periodical 
payments  charged  upon  the  net  revenue,  and,  until  they  became 
profitable,  the  funds  necessary  to  reduce  the  debt  were  advanced 
from  the  State  Treasury.  From  1837  to  1851,  inclusive,  the  expen- 
ditures largely  exceeded  the  receipts,  varying  from  £239,530  ster- 
ling, in  1841,  on  211  miles  of  railway,  to  £12,915,  in  1851,  on  387 
miles  of  road.  Up  to  1867,  the  435  miles  of  State  railway  had  cost 
$106,968  per  mile.  No  reduction  in  rates  was  attempted  until  after 
the  net  profits,  in  1854,  on  the  535  miles,  had  amounted  to  about 
$830,000* 

Regarding  passengers,  there  are  three  classes  of  travel  and  two 
kinds  of  service — by  ordinary  trains  and  by  express  trains.  Upon 
the  latter  the  rates  are  20  per  cent,  higher.  The  usual  rates  per 
mile  upon  express  trains  are:  1st  class,  3?^  cents;  2d  class,  21505o  cents; 
3d  class,  1'w  cents. 

These  rates,  with  an  extra  charge  of  20  cents  per  ton  per  mile 
for  all  baggage"  other  than  that  a  passenger  can  carry  in  his  hand 
or  stow  under  the  seat  without  inconvenience,  are  allowed  in 

THE   MOST   THICKLY   PEOPLED    COUNTRY   IN   THE   WORLD, 

where  express  trains  are  frequent  and  where  labor  is  distressingly 
cheap.  With  an  area  of  only  11,374  square  miles,  Belgium,  in 

*  Railways  (Ireland)  Commission,  page  8. 


20 

1872,  had  5,087,105  inhabitants,  or  447  persons  to  the  square  mile; 
and  2,900  persons  to  each  mile  of  railway. 

Wisconsin  has  an  area  of  56,000  square  miles,  a  population  of 
1,054,670,  and  2,531  miles  of  railway,  or  18  inhabitants  to  the 
square  mile,  and  416  persons  to  each  mile  of  railway. 

In  view  of  this  exhibit,  it  is  especially  deserving  of  notice  that 
the  Belgian  railways  charge,  for  Live  Stock,  per  car  load,  $21  for 
a  distance  of  50  miles,  and  $27.81  for  100  miles,  while  the  Potter 
law  limits  us  to  $17  for  50  miles,  and  $23  for  100  miles. 

On  Agricultural  Implements,  the  Belgian  rate,  by  slow  trains,  for 
30  miles,  is  $11.30  per  car  load.  The  Potter  law  rate  is  $11.  For 
60  miles  the  Belgian  rate  is  $21.00,  while  the  Potter  law  allows  but 
$14.  For  longer  distances  the  ratio  of  increase  shows  still  greater 
differences,  and  these  extend  to  Flour,  Grain,  and  the  other  articles 
enumerated  in  the  Potter  law,  as  may  be  seen  by  reference  to  the 
Blue  Book  *  from  which  the  figures  are  taken. 

IN    FRANCE 

there  is  practically  no  competition  among  the  railways.  As  far  back 
as  1852,  the  entire  railway  system  passed  into  the  control  of  six 
companies,  each  of  which  was  allotted  a  specified  territory.  Their 
efforts  to  construct  secondary  lines  proving  unsuccessful,  the  State 
came  to  their  relief  and  guaranteed  the  interest  on  their  obligations 
for  fifty  years,  together  with  an  excess  to  be  applied  in  creating  a  sink- 
ing fund.  Up  to  January  1st,  1865,  the  State  had  aided  the  six  com- 
panies, in  money  and  works,  to  the  amount  of  1,293,502,509  francs.f 

In  view  of  the  aid  given  and  the  immunity  from  competition 
assured  the  French  railways,  it  may  be  worth  while  to  look  at  a  few 
of  their  charges. 

From  Calais  to  Paris,  a  distance  of  one  hundred  and  eighty-five 
miles,  the  through  rates  are:  first-class,  4|-  cents  per  mile;  second- 
class,  3/00  cents;  and  third-class,  2,^  cents  per  mile.  On  the  Paris, 
Lyon  &  Marseilles  Railway,  from  Lyon  to  Marseilles,  540  miles,  the 
rates  are:  first-class,  4110So  cents;  second-class,  3io20  cents;  and  third- 
class,  2'w  cents  per  mile. 

In  regard  to  freight  a  few  cases  will  suffice.§  From  Paris  to 
Amiens — eighty-five  miles — the  rate  on  grain  is  13  cents  per  100 
pounds;  and  on  flour,  27  cents  per  barrel.  The  Potter  law  rates 
are  12  cents  per  100  pounds,  and  24  cents  per  barrel. 

*  Railways  (Ireland)  Commission,  p.  22  and  p.  74  App.  to  Ev. 
f  Appendices  to  Ev.  Royal  Com.,  p.  285. 
§  App.  to  Ev.  Royal  Commission,  p.  239. 


21 

For  a  car  load  of  furniture  the  same  road  charges  $39  for  eighty- 
five  miles.  The  Potter  law  allows  $20. 

On  lumber,  the  French  railways  charge  $19.20  per  car  load  for 
fifty  miles,  and  $26.20  for  seventy-five  miles.  The  Potter  law 
allows  $13  for  fifty  miles  and  $15  for  seventy-five  miles.  The  cor- 
responding English  rates  are  much  higher  than  the  French  rates.* 

COST   OF   RAILROADS. 

When  a  road  is  graded,  laid  with  iron  and  declared  open  for  busi- 
ness, the  popular  impression  is  that  the  work  is  finished;  whereas 
it  is  only  fairly  begun.  Considerable  ballasting  and  surfacing  are 
required  and  a  great  many  warehouses,  elevators  and  station  build- 
ings must  be  provided,  together  with  a  large  amount  of  rolling 
stock  and  numerous  other  facilities,  before  much  business  can  be 
safely  done.  Cuts  have  to  be  widened,  sidings  put  in,  bridges  and 
culverts  strengthened,  fences  built,  renewals  made,  and  many  other 
improvements  which  add  to  the  cost  of  construction.  And,  as  no 
railroad  is  or  can  be  made  profitable  without  it  starts  from  a  large 
city,  the  right  of  way  within  such  corporate  limits  and  the  ground 
needed  for  sidings,  warehouses  and  depots,  costs  enormously;  but, 
every  part  of  the  road  being  benefited  by  these  facilities,  the  cost 
is  apportioned  over  the  whole  road. 

Those  who  demur  to  the  statement  that  any  Wisconsin  road 
could,  possibly,  cost  more  than  $30,000  per  mile,  may  find  it 
instructive  to  look  at  the  statement  shown  in  Exhibit  Q.  In  New 
York,  the  average  cost  of  eight  roads  is,  $76,493  per  mile;  in  Penn- 
sylvania, $105,761;  in  Ohio,  $70,350;  and  in  New  England,  $71,673. 

In  Belgium,  the  535  miles  of  State  railway  cost  $106,968  per 
mile;f  in  Germany,  the  3,775  miles  of  State  and  private  railway 
had,  up  to  1863,  cost  $92,446  per  mile,  and  paid  an  average  divi- 
dend of  7/00  per  cent. ;  in  Austria,  the  State  railways  up  to  1863,  had 
cost  an  average  of  $96,680  per  mile,  and  paid  an  average  of  7iM  per 
cent,  dividend;  in  France  the  9,014  miles  of  railway  up  to  the 
year  1867  had  cost  £319,200,000  sterling,  or  $194,860  of  our  cur- 
rency, per  mile;  and  in  Great  Britain,  where  the  matter  of  land 
damages  is  most  expensively  illustrated,  the  15,813  miles  of  railway 
hud,  up  to  1872,  cost  an  average  of  $180,000  gold,  per  mile,§  aver- 
aged, that  year,  4f  per  cent,  dividend  upon  the  total  capital,  and 
yielded  a  net  profit  of  $8,110  gold  per  mile  of  road  operated. 

*  Royal  Commission,  p.  Ixxi,  and  App.  E.  D.  p.  327. 

t  Rvs.  (Irel.)  Commission,  p.  7- 

§  Railway  Returns,  England  and  Wales,  Scotland  and  Ireland,  p.  iv. 


22 

These   statements   may  revive   the   platitudes   about 

WATERED    STOCK.   AND    ORIGINAL    COST. 

For  many  years  the  stockholders  in  Wisconsin  railways  have  been 
obliged  to  go  without  dividends,  the  surplus  earnings  being  expended 
in  permanent  improvements  which  have  greatly  added  to  the  value 
of  their  property.  And  it  would  seem  as  fair  that  this  surplus 
should  be  capitalized,  in  accordance  with  law,  as  it  is  for  successful 
business  men  to  capitalize  their  'profits.  The  men  who,  fifteen  or 
twenty  years  ago,  invested  their  money  in  Chicago  or  Milwaukee 
city  property  instead  of  in  the  local  railways,  have  seen  their  money 
increase  one  hundred  per  cent.,  and  the  non-dividend  paying  rail- 
ways have  been  the  greatest  element  in  making  the  property  valua- 
ble. Are  these  men  willing  to  accept  a  return  on  their  property 
based  on  what  it  originally  cost  or  upon  what  it  is  now  worth? 
The  mere  fact  that  one  portion  of  a  railway  wTas  purchased  at  a  low 
price  is  no  more  a  reason  why  the  public  should  be  given  its  service 
at  a  proportionately  low  rate  than  that  a  house  bought  at  a  mort- 
gage sale  should  be  rented  by  the  purchaser  at  less  than  it  is  actually 
worth.  Equally  great  has  been  the  advance  in  the  value  of  Wis- 
consin farms.  And  what  element  has  so  contributed  to  this  increase 
as  the  building  and  operation  of  railroads? 

REDUCTION    OF   RATES. 

The  plea  for  compulsive  laws  rests  on  the  mistaken  belief  that 
railroad  companies  would  not  otherwise  reduce  the  rates  of  trans- 
portation. The  error  of  this  assumption  and  the  fact  that  charges 
have  diminished  with  the  progress  of  time,  are  shown  in  the  fol- 
lowing statement  of  the  average  earnings  per  ton  per  mile  for  the 
years  named  on  the  Milwaukee  &  St.  Paul,  Chicago  &  Northwest- 
ern, Michigan  Central,  Chicago,  Burlington  &  Quincy,  Lake  Shore 
&  Michigan  Southern,  and  Chicago,  Rock  Island  &  Pacific  Rail- 
roads: 


1868. 
1869. 
1870. 
1871. 
1872. 
1873. 


C.  M.  &  St. 
P.  Ry. 


00 

l.o_ 

0  0 


2T' 
2t^ 


C.  &  N.  W. 
Ry. 


M.  C.  R.  R. 


2—8- 
*l  oTT 

!T9o8o 
lTVo 
Wo 


C.  B.  &  Q. 
Ry. 


31 

2   '— T_ 

2X0 

Wo- 


L.  S.  &  M.  S. 
Ky. 


•Too 

_0  ' 


IT¥O- 
IT¥TT 


C.  R.  I  &  P. 
R.  R. 


'Too 


'  Records  for  1869  destroyed  in  Chicago  Fire. 


23 

Railway  managers  endeavor  so  to  arrange  their  rates  that,  with 
economy,  the  net  receipts  will  yield 

A    REASONABLE    RETURN. 

The  investment  is  a  permanent  one.  It  cannot  be  removed  at 
will  like  a  merchant's  stock,  nor  can  it  be  sold  readily  as  a  farm. 
It  is  the  possession  of  an  association  simply  because  an  individual 
cannot  own  or  buy  a  railroad. 

A  proper  schedule  of  rates  depends  upon  various  considerations, 
chief  of  which  is  the  cost  of  transportation.  There  must,  necessa- 
rily, be  a  margin  between  the  cost  of  the  service  rendered  and  the 
compensation  paid  for  it.  A  knowledge  of  the  cost  can  be  gained  only 
after  a  careful  study  of  the  working  expenses  of  each  particular 
road  for  a  period  long  enough  to  comprehend  its  varying  circum- 
stances and  arrive  at  a  fair  average. 

From  whatever  source  the  means  to  construct  the  railroads  were 
derived,  current  expenses  and  accruing  interest  must  be  met.  If  the 
revenue  obtained  is  not  sufficient  to  meet  the  obligations,  the  public 
must  endure  the  discomfort  and  inconvenience  of  poor  roads ;  for  un- 
profitable railways  cannot  respond  to  the  requirements  of  the  public. 
Undeniably,  then,  the  interests  of  all  parties  are  best  served  when 
enterprises  of  public  utility  are  established  on  a  remunerative  basis. 

Wisconsin  companies  have  not  reached  that  prosperous  condition. 
The  depressing  fact  is,  that  no  railroad  company  having  its  lines 
wholly  in  this  State  is  now  able  to  pay  operating  expenses  and  the 
interest  upon  its  bonded  debt. 

Your  memorialists  believe  that  the  facts  herein  presented  show 
that,  in  no  State  in  the  Union,  and  in  no  foreign  country  whose  rail- 
way charges  have  come  to  their  knowledge,  are  the  rates  so  low  as 
those  established  by  the  law  in  this  State.  Nevertheless,  they  are 
aware  that  some  members  of  your  honorable  body,  as  well  as  many 
of  the  people  you  represent,  may  believe,  that,  owing  to  the  happy 
condition  of  this  State  in  reference  to  the  subject  of  transportation, 
they  are  entitled  to  lower  rates  than  are  enjoyed  by  any  other  people, 
and  still  do  ample  justice  to  the  railway  companies. 

It  is  difficult,  within  the  limits  necessarily  imposed  upon  them  in 
this  communication,  to  furnish  all  the  evidence  fairly  entitled  to 
consideration  on  such  a  question.  But  your  attention  is  respect- 
fully called  to  some  facts,  showing  what  their  earnings,  net  and 
gross,  were  in  this  State  when  the  companies  were  controlled  only 
by  the  laws  of  business  and  of  competition  in  fixing  their  rates. 


It  is  confidently  submitted  that  no  member  of  the  legislature, 
and  no  citizen  of  the  State  will  deny  the  right  of  capital  invested 
in  railways  to  a  fair  return.  The  Chicago  &  Northwestern  Railway 
Company  operate  in  this  State  565u?0  miles  of  railway,  consisting  of 
the  following  lines: 

1.  From  Sharon,  Wis.,  to  the  Michigan  State  Line,  220.80  miles. 

2.  From  Beloit  to  the  west  end  of  the  Winona 

Bridge,  at  Winona,  Minn.,          .'  ;      .      '  '.         205.60      " 

3.  From  Milwaukee  to  Fond  du  Lac,     .         .  62.63      " 

4.  From  Kenosha  to  the  State  Line,  east  of  Har- 

vard, 111.,    .         .         .     '   ;-      .         .         .  27.50      " 

5.  From  the  Illinois  State  Line  to  Geneva  Lake,  8.70      " 

6.  From  Milwaukee  south  to  the  Illinois  State 

Line,       .         ....        -.-•'.         .         .  40.00      " 

Of  the  second  line,  that  portion  from  Madison  to  Trempeleau 
Junction,  30  miles  south  of  Winona,  is  subject  to  a  first  mortgage, 
drawing  seven  per  cent,  gold  interest,  amounting  to  $3,150,000. 
From  Trempeleau  Junction  to  the  west  end  of  the  Winona  Bridge, 
it  is  subject  to  a  first  mortgage  of  $1,000,000,  drawing  ten  per  cent, 
currency  interest.  The  line  from  Beloit  to  Madison  is  subject  to  a 
first  mortgage,  bearing  seven  per  cent,  currency  interest,  amounting 
to  $306,000. 

The  third  line  is  subject  to  a  first  mortgage  of  $3,500,000,  draw- 
ing seven  per  cent,  gold  interest. 

Of  the  line  first  named,  23  miles, — from  Oshkosh  to  Appleton— 
are  subject  to  a  first  mortgage  of  $147,000.  From  Appleton  to 
Fort  Howard,  the  line  is  subject  to  a  first  mortgage  of  $282,000. 
The  two  last  mortgages  are  at  seven  per  cent,  currency  interest. 
From  Fort  Howard  to  Menomonee  the  line  is  subject  to  a  first 
mortgage  amounting  to  $1,172,340,  drawing  gold  interest. 

All  the  lines  named  are  covered  by  two  mortgages,  being  part 
of  the  consolidated  mortgages  of  the  company,  of  which  the  proper 
proportion  applicable  to  the  Wisconsin  lines  amount  to  $3,618,925.50, 
drawing  seven  per  cent,  interest,  partly  gold  and  partly  currency. 

The  line  from  Sharon  to  Oshkosh  is  subject  to  three  mortgages, 
in  connection  with  the  rest  of  the  line  from  Sharon  south  to  Chicago, 
of  which  the  proportion  applicable  to  the  Wisconsin  portion  of  the 
line  amounts  to  $3,561,786,  drawing  seven  per  cent,  currency 
interest. 

The    sixth  line   before  named  is  subject  to  two  mortgages,  of 


25 

which  the  amount  applicable  to  the  State  of  Wisconsin  is  $874,822.80, 
drawing  interest  at  seven  per  cent. 

The  amount  of  money  required  each  year  to  pay  the  interest  on 
that  part  of  these  mortgages  which  lie  in  the  State  of  Wisconsin,  is 
$1,350,135.35. 

The  line  from  Madison  to  Trempeleau  Junction,  before  named,  has 
cost,  besides  the  amount  realized  from  the  sale  of  the  mortgage  bonds 
above  named,  $2,559,135.38,  and  is  represented  only  by  the  stock, 
common  and  preferred,  of  the  Chicago  &  Northwestern  Railway 
Company.  The  line  from  Trempeleau  Junction  to  the  west  end  of 
Winona  Bridge  has  cost,  besides  the  proceeds  of  the  mortgage, 
$376,774.06,  which  is  likewise  represented  only  in  the  stock  of  the 
Chicago  &  Northwestern  Railway  Company. 

The  amount  realized  from  these  mortgages  was  used  only  in  the 
construction  of  all  the  lines  named,  and  in  so  far  finishing  them 
as  to  make  it  possible  to  use  them.  A  very  large  proportion  of  the 
rolling  stock  required  to  do  their  business  is  only  represented  by 
the  stock  of  the  company. 

To  arrive  at  the  amount  of  earnings  of  the  Wisconsin  lines  for 
any  one  year  it  is  necessary  to  partially  estimate  them,  as,  in  the 
accounts  of  the  company,  the  earnings  of  the  lines  are  not  sepa- 
rated by  the  boundaries  of  the  State.  The  principle  upon  which 
the  earnings  are  determined,  for  the  purposes  of  this  statement,  is 
to  take  the  earnings  of  the  whole  line  in  Illinois  and  Wisconsin 
and  credit  the  Wisconsin  portion  of  the  lines  with  that  proportion 
of  the  whole  earnings  that  the  miles  in  Wisconsin  bear  to  the 
whole  number  of  miles  constituting  the  aggregate  of  the  lines 
in  the  different  States. 

Upon  that  basis  the  gross  earnings  of  the  Wisconsin  roads  for  the 
year  ending  December  31st,  1873,  the  last  calendar  year  for  which 
the  accounts  are  now  made  up,  amounts  to  $3,190,523.64. 

The  same  principle  is  applied  in  ascertaining  the  operating 
expenses  of  the  Wisconsin  lines  for  the  period  named.  The  ex- 
penses of  the  through  lines  included  in  both  States  are  divided 
among  the  States  in  proportion  to  the  number  of  miles  operated  in 
each.  The  terminal  expenses  in  Chicago  on  the  business  of  the 
through  lines  are  apportioned  to  the  State  of  Wisconsin  upon  the 
same  basis.  This  shows  the  operating  expenses  of  the  line  in  Wis- 
consin for  the  same  year  to  have  been  $2,163,578.21,  which  left  as 
the  net  proceeds  of  the  business  of  that  State  applicable  to  the  pay- 


26 

ment  of  interest  upon  its  bonded  debt  and  dividends  upon  its  stock, 
the  sum  of  $1,026,945.43. 
The  account  would  stand  thus  : 

Gross  earnings,       ;    ;  f  "V    ''*l:  '    V-      .     $3,190,523.64 
Operating  expenses,       .        .         .         .  2,163,578.21 

Amount  applicable  to  interest, .         .      /.v -.    1,026,945.43 
Amount  required  to  pay  interest,  .      .:.j  ,          1,350,135.35 

Deficit,      .        '.      ".:       .    .'......    .        .'r.      $323,189.92 

The  capital  stock  of  the  Chicago  &  Northwestern  Railway  Com- 
pany applicable  to  the  lines  in  Wisconsin,  ascertained  upon  the 
principle  that  was  applied  in  determining  the  earnings  and  operat- 
ing expenses,  amounts  to  $15,097,902.24. 

It  is  not  possible  within  the  limits  allowed  us,  to  show  how  and 
for  what  this  stock  was  created.  For  our  present  purpose  it 
would  seem  sufficient  to  show  that  it  represents  nearly  three 
millions  of  dollars  actually  expended  in  the  construction  of  lines 
within  the  State  during  the  last  five  years,  and  all  the  rolling  stock 
in  use  upon  the  new  lines  the  company  has  built  since  1864,  and 
to  show  that  not  a  dollar  of  that  large  investment  has  ever 
received  any  return  whatever.  The  year  1873  wTas  selected  for  the 
reason  that,  during  that  year  the  company  had  uncontrolled  power 
over  its  rates,  and  because  a  fair  average  business  was  done,  and  it 
is  the  last  calendar  year  for  which  the  accounts  are  made  up. 

Your  memorialists,  therefore,  respectfully  submit  that  a  law  re- 
ducing rates  already  inadequate — not  only  destroying  all  hope  of 
dividends  but  lessening  their  ability  to  pay  their  interest — has  no 
feature  which  can  commend  itself  to  the  candid  judgment  of 
honest  men. 

Your  memorialists  further  represent  that,  were  it  not  for  extend- 
ing the  limits  of  .this  communication  —  already  too  long  —  the 
results  of  the  operations  of  the  Milwaukee  &  St.  Paul  Railway 
would  be  given,  which  statement  would  also  show  that  the  arbi- 
trary reduction  of  their  previous  rates  has  been  an  act  of  injustice. 

EFFECT   OF   THE   POTTER   LAW. 

The  actual  loss  to  the  Milwaukee  &  St.  Paul  Railway  Company, 
occasioned  by  conforming  to  the  rates  prescribed  in  the  Potter  law, 
for  the  months  of  October,  November  and  December  last,  was,  in 


27 

receipts  from  passengers,  $53,313.82;  and  in  receipts  from  freight, 
$66,726.27;  total,  $120,040.09. 

The  revenue  derived  by  the  Chicago  &  Northwestern  Rail- 
way Company  from  passengers  in  "Wisconsin  during  the  months 
of  October  and  November,  1874,  were  24  per  cent,  less  than 
would  have  been  received  had  the  fares  been  computed  at 
the  rates  in  force  prior  to  October  1st;  and  the  earnings  from 
freight  affected  by  the  operation  of  the  law  were  26  per  cent,  less 
than  would  have  been  received  had  the  rates  in  force  prior  to  Octo- 
ber last  been  maintained.* 

INJUSTICE   OF    THE   LAW. 

Your  memorialists  submit  that  the  facts  herein  stated  show 
the  legislation  of  1874  has  worked  great  injustice  to  them.  They 
believe  it  has  also  inflicted  great  injury  upon  the  best  interests 
of  the  State.  If  associated  capital  in  one  class  of  enterprises 
can  be  deprived  of  all  return  by  an  act  of  the  legislature,  so  can 
capital  invested  in  all  other  corporate  or  associated  enterprises. 
Capital  has  been  quick  to  draw  this  deduction.  Your  memorialists 
confidently  appeal  to  the  testimony  of  all  citizens  of  the  State  in 
any  way  interested  in  such  enterprises  in  proof  of  the  assertion 
that  the  credit  of  both  private  and  municipal  corporations  has  been 
greatly  impaired  by  this  legislation.  Individual  credits  have  suf- 
fered scarcely  less.  It  could  not  be  otherwise.  Transportation  is 
a  commodity,  and  is  sold,  as  personal  services  are  sold.  Railroad 
companies  furnish  the  best,  and  are,  therefore,  the  largest  sellers. 
The  people  of  the  State  are  purchasers.  The  same  people  make 
the  laws.  If  they  fix  the  price  of  transportation  by  law,  then 
the  purchasers  of  one  commodity  in  the  State  alone  fix  its  price. 
No  reasonable  man  can  believe  that  business  could  long  be 
done  on  such  a  basis.  If  the  people  can  fix  the  price  of  one  com- 
modity, they  can  of  all  that  are  furnished  by  capital  associated  in 
corporations.  No  business  man  could  be  found  to  invest  his  money 
when  it  is  to  be  managed  by  those  who  have  no  interest  except  to 
reduce  his  earnings.  No  man  will  place  his  capital  where  men  not 
of  his  choosing  must  manage  it. 

Let  it  not  be  forgotten  that  Wisconsin  will,  if  its  growth  be  not 
materially  checked,  need,  in  the  near  future,  more  railroads.     It  has 

*  See  Report  made  by  C.  &  N.  W.  Ry.  Co.  to  Railroad  Commissioners. 


28 

now  less  than  many  of  its  sister  States,  having  but  one  mile  of 
railway  to  twenty-one  square  miles  of  territory,  while 

New  York  has  one  mile  to    9.1  square  miles  of  territory. 
Pennsylvania     "  "        8.4       "  "  « 

Ohio  "  "        9.4       "  "  " 

Indiana  "  "        9.1       "  "  " 

Illinois  "  "        8.4       "  "  " 

Michigan  «  "      17.0       "  "  " 

Iowa  "  "      15.7       "  "  " 

Massachusetts    "  "        4.4       "  "  " 

Connecticut       "  "        5.4       "  "  " 

Wisconsin  needs  immense  development  of  its  mining,  manufac- 
turing and  agricultural  resources.  In  older  states  and  foreign  coun- 
tries, capital  is  cheap.  Wise  legislation,  maintaining  unbroken  the 
public  faith,  and  guaranteeing  protection  and  fair  returns,  will  bring 
that  capital  here.  Legislation  upon  opposite  principles  will  repel  it. 

Believing  that  the  interests  of  the  railroads  and  the  people  are 
identical;  that  the  law.  of  1874  has  been  prejudicial  to  both,  and 
that  the  interests  of  all  will  be  best  promoted  by  its  abrogation, 
your  memorialists  respectfully  pray  that  its  provisions  fixing  arbi- 
trary rates  of  fare  and  freight  may  be  repealed. 

All  of  which  is  respectfully  submitted, 

ALBEET   KEEP, 

President,  Chicago  &  Northwestern  Railway  Company. 

ALEXANDEK  MITCHELL, 

President,  Chicago,  Milwaukee  &  St.  Paul  Railway  Company. 


EXHIBITS 


g 

^ 


•s 

•ro 

§ 


<s 
o 

H       b 

I— I  «< 

CQ        « 

t-H  •§ 

D^      ft? 

X     ^f 

W      1 


I 


•s3aiuj«a  sso.iS  oj 
•JSSBJ  jo  gge^uao  aaj 

o 

OJ 

'X) 

t- 

CO 

CO 

c3 

eo 

OS 
IM 

M  .2 

«-2  a 
*  1  ! 

rt    o> 
W    P« 

~ 

OS 

si 

•s 
T-H 

os 

(M 

CO 

GO 

co 
co" 

00 
CO 

CO 
CO_ 

CO" 

t^ 

TH 

i 

o 

i 

CO 

co 

TH 

eo 
oo" 

1 

co 

CO 

oo" 

00 

t» 

CO 

0 

•«** 

m 

.65 

if1 

0   S   £ 

p^       O« 

§ 

CO 

M 

t- 

co 
c- 

OS_ 

co" 

CO 

20,868.20 

30,055.56 

16,824.00 

05 

co_ 

19,831.24 

36,521.66 

•& 

00 
OS 

•s 

Ci 

aad  uox  J9^  eSniaaB^ 

1? 

t- 

JO 

2 

TH 

co 

CO 

os 

J! 

TH 

(N 

^SjS'XSo1*; 

j: 

t- 

t- 

(M 

E- 

CO 

c- 

0 

to 

CO 
t- 

O 

«         8 

Ct 

to 

o 

CO 

os 

OS 

os 

o 

OS 

t- 

CO 

c- 

S 

o 

.s;             ^ 

M             -^ 

3                   £ 
0                   £ 

•\ 

OS 

co 

CO 

T-T 

co 

S 

to 

CO 
OS_ 

(N 

co 
o_ 

O 

to 

c- 

a 
.2              -g 

«               1 
*>              -5 

P§ 

to 

*s 

00 
OS 

oo 

OS 

os" 

oo 

OS 

CO 

o_ 
os" 
t- 

to 

co 
co" 

TH 

os 
o 
o_ 
co" 
iffl 

os 

co 

CD_ 

c- 

t- 

00 

O5 

t-" 

co 

CO 

t-^ 

co" 
co 

TH 

0 
OS 

0 

•k 

to 

OS 
OS 

co 

•4 

CO 

co 

TH 

TH 

OQ 

»r 

i  JS  . 

OS 

CO 

o 

OS 

o 

00 

o 
t- 

O5 

OS 

oo 

1 

« 

CJ 

to 

o 

OS 

ssl* 

ft 

00 

0 

§g 

05 

co 
oo 

OS 

TH 

CO 

g 

CD 

*r 

1H 

o  •&  §   a 
E-i  •£  73  'C 
6   $'S 
fe  *E  "o 

•^ 

»» 

T-T 

co 
o, 

T-T 

•* 
oo 
eo^ 

CO 

to 
o_ 
i—  r 

CO 

TH 

CO 

1 

TH 

CO 

»\ 
iH 

"o  O  •£ 

o 

t- 

0 

t- 

co 

CO 
OS 

OS 

CO 

O 
CJ 

to 

O 

O 

IIP 

01 

10 

;  - 

1 

eo 

S 

T-l 

iC 

CO 
OS 

to 

Oi 

os 

s 

CO 

OS 

£  'c 

to 

CO 

os 

to 

TH 

« 

« 

oT 

•pajBiado  33[ira  jo  -o^t 

OS 

oo 

18 

OS 
40 

os 

00 
00 

1 

(M 

to 

% 

OJ 

OS 

00 

NAME  OF  RAILROAD. 

• 

3 

!e 

"si 

"S 
6 

B 
o 

o> 

.2 

'— 

W 

Pennsylvania  

o 

o 

OQ 
o 

£ 

o 

00 

OJ 

03 

Miclligan  Central  

c 
o 

Q 

^3 

a 
c 

CO 

s 

a 

03 

_0 
"So 

o 

P5 

Chicago  &  Northwestern  

31 


' 

1 

o 

o 

OS 

i— 

OD 

0 

o 

oo 

g 

•uddx^  jo  "juoo  aaj 

05 
CO 

<N 
t- 

OS 
CO 

OS 

os 

00 

s§ 

c- 

s 

O 

as 

GO 
OS 

CO 
OS 

oo 

CO 

CO 
CO 

t- 

os 

p 

co 

ac 

*nO^l  IJOB9  JOJ 
p,39J   ill   lini  OjoBJ8AV 

99 

ci 

TH 

0* 

co 

S 

GO 

<?J 

to 

5 

0 

^ 

s 

TH 

TH 

1 

"9IIIH    J>)(I 

d 

•^ 

OS 

CO 

co* 

1> 

to 

C-i 

t^ 

TH 

jqaa  pno  >joois 

ac 
O 

oq_ 
oT 

CO 
00" 

c-^ 

CO 

oo" 

GO" 

"^J. 

to 

^ 

TH 

oo" 

ac 

ac 

00 

o 

t- 

Tt< 

OS 

to 

tc 

05 

14 

§ 

00 
CO 

t- 

oo 

CO 

os 

TH 

OS 

p 

IO 

t- 
t- 

rH 

J 

^ 

^* 

os 

oi 

CO 

OS 

CO 

TH 

IO 

rr* 

CO 

CO 

CO 

o 

s 

p«0a  JO  J80O 

ac 
^1 

°°- 

op" 

os 
co" 

t- 

OO" 

t-^ 

0 

oo" 

to" 

OS_ 
to" 

iO 

o 

t» 

oo 

^< 

OS 

£- 

•^ 

to 

05 

to 

ac 

05 

9 

•aijui  jad  noj  jad 

2% 

s 

p 

00 

00 

CO 
CO 

3 

IO 
CO 

°* 

~\ 

8}«a  ;qsp^ 

6 

Ci 

O*l 

(N 

ygs 

00 

^H 

(^ 

TH 

CM 

CO 

(N 

"^ 

ac 

05 

to 

to 

GO 

CO 

"* 

CO 

00 

•eitraaad 

»i 

»» 

I  -» 

CO 

00 

o 

CO 

t- 

os 

1 

t- 

1—  1 
CO 

CO 

CO 

TH 

ac 

§ 

^"uiu.nr.i  ?3U 

« 

CJ 

IO 

00 

co 

ao 

TH 

(M 

^T 

1 

co 

o 

o 

00 

t- 

OS 

OS 

<N 

o 
oo 

OS 
CO 

» 

TTTTT     Taff 

CO 

CO 

OS 

00 

C3 

TH 

o 

CO 

• 

' 

i 

0 

to 

CO 

OS 

co 

3 

00 

0 

0 
IO 

eo 

•^j.  11  IIUI.'^I     SSOJ^ 

os 

t- 

OS 

TH 

o 

TH 

CS 

o 

T-C 

CS 

»- 

'8i8I  Snunp 
oiuu  oiio  paujtjo 

^i 

95 
i» 

ac" 
lo 

TH 
TH 

co_ 

CO 

co 

IO 
CM 

co" 

TH 

CO 

CO 

o 

1 

OS 
TH 

c- 

00 

Oi_ 

TH 

«. 

CO 

CO 
CO 

ei" 

CO 

to 

,505.267 

<M" 

rH 

iqSjoa^  jo  suoj, 

Sfc^ 

SS 

CO 
CO 

o 

CO 

OS 

t- 

ao 

00 

TH 

0? 

OS 

^1 

£ 

TH 

TH 

<M 

••* 

to 

s 

CO 

GO 

t- 

""~^ 

oo 

00 

CO 

t- 

(M 

o 

os 

0 

f^*» 

o 

-* 

OS 

•8i8I  Saunp  pop 
-JBO  ^qatojj;  jo  saox 

1  - 

OS 

as 

os" 

CO 
CO 

c- 

s 

IO 

TH 

tr- 
io. 

00 

eg 

CO. 

TH 

co_ 

c- 

co_ 

US 

TH 

Ci 

CO 

TH 

rH 

95" 

.,,,»7o'ns 

- 

at 

05 

co 

OS 

co 

TH 

os 
to 

os 

OS 

TH 

TH 

OS 
CO 

§ 

to 

00 

t- 

os 

co 

CO 

os 

~ 

s 

a 

CO 

"o 

o 

tn 

'5 

a 

: 

o 

o 

B 

- 

Q 

i 

P"M 

0 
- 
i- 

1? 

Q 

§ 

a 

.5 

BQ 
t> 

o 

02 

<a 
to 
<u 

E 

99 

3 

._. 

fl 

cH 

9 

a 

_y 
™ 

^ 

^ 

*3 

ac 

°s< 

? 

<*& 

OQ 

•"2 

^ 

°8 

^ 

K 

.2* 

3 

a 

•4-d 

. 

c 

d 

^ 

t 

, 

^ 

CO 
CO 

'5 

03 

-— 

a 

.5 

03 

0 

0 

~ 

"En 

w 

cW 

o 

c3 

o 

05 

(^ 

^0 

o 

^^ 

f, 

03 

K 

**~| 

wri 

f 

'r' 

d 

^> 

S 

o 
be 

J 

S 
<« 

o 

a 

o 

cinnat 

a 
> 

i 

& 

o 

1 

en 

o" 

1 

^^ 

!3 

oP 

a 

w 

« 

JS 

if 

•-H 

*™ 

4 

0 

Q 

5 

o 

s 

s 

£ 

H 

Q 

u 

H 

s 

I— I 

X 

X 
w 


co 
oo 


e 


S 

O 

co 

00 

»o 

CO 
CD 

§ 

M                «      £ 

I  1  1  1 

0 
ao 

00 

o 

8 

I. 

oo 

CO 

1 

ei 

00 

p. 

& 

05 

1—  1 

1—1 

*° 

v.             6 

O 

o 

o 
t- 

o 

!o 

00 

rH 

O      TS       ^3 

**     *     9 
o     K      t, 

o 

00 

co 

00 

T—  1 

co 
co_ 

oo 
oo^ 

00 

i 

Q                   S 

t^" 

00 

CO 
!O 

co 

oo 

00 

00 

05 

« 

'        -sSuiiuBo  oj  sas 
-nadxa  jo  -^iioo  aaj 

'M 
l  - 

00 

co 
t* 

°£ 

d 

o 
»o 

T-H 

s 

t- 

t- 

co 

-aura 
aad  uo;  aad  OJ«H 

mO 

C5 

i-H 

O5 

CO 

s 

05 

« 

CO 

"* 

co 

(M 

40 

c^ 

OS 

^ 

CO 

00 

0 

bfi      JB 

05 

o 

OS 

OS 

O             *£H                Q 

s 

t- 

co 
co 

t 

o 
t- 
t- 

CO 

00 

*               (V> 

^- 

od" 

to 

cf 

cT 

^%, 

W                Pi 

'    SB- 

OS 

CQ            . 

§ 

§ 

T—l 

0 

s 

$ 

S     a     .73 

2   a    a 

05 

T-H 

c-t 

1 

1—  I 

OS 

00 

05 

3     §     £ 

W      ft 

I 

co 

S" 

of 

i 

06 

.£?               t^ 

^       T3       £3       'JO 
^       .2         H       ^ 

1 

ao' 

t-^ 

o" 
10 

oo 

T—l 

t- 

CO 

CS 
OS 

O 

sf 

0        §         0       .2 

30 

j-^" 

T-T 

co" 

oo" 

*^1 

Q          (3          JH 

t»" 

T-H 

C^ 

T—i 

co 

T-H 

fl             °     »§ 

CO 

2 

o 

'/ 

&   ^ 

cl 

o 

OJ 

to 
t~ 

s 

to 

00 

*•-»      ri        3      t- 
o      w       C      oo 

iX 

to 

to^ 

CM 

CS_ 

!>• 

•«* 

CO 

00 

1 

10" 

O5 

oo" 

S 

"  |  •£  £ 

05" 

e> 

CO 

0 

CO 

• 

- 

'pa!j^aado 

Oi 

00 

so 

iO 

"^ 

G(D 

saiira  jo  aoquinji 

05 
rH 

« 

T-H 

9 

T—  1 

q 

"3 

a 

s 

•4-> 

"S         '.I 

• 

> 

90 

1 

Jj 

o 

q 

c« 

w 

^ 

H 

•7 

t>> 

3 

1 

A 

0 

•-•4 

a 

IS 

c 

H 

-£ 

1 

g 

dg 

o 

5 

S 

<1 

PM 

q 

=y 

-y 

o 

B 

o 

ri 

S3 

_o 

a 
_o 

§ 

1 

V 

CO 

CO 

^jj 

O 

o 

—  • 

<u 

J5 

O 

PQ 

« 

0 

fa 

u 

33 


I 


34 


I 


CQ 


X 
W 


M 

§ 

1 
H 


si 
a 
H 


•uj8q?jOH  V  AlO 
s«puc>i  'stnoi  -js 


jo 


uo^sog 


o 

e  1  1 
§31 

«  « 

3          » 


o 


"a  CO  OO  CO  QO  O  <?«  CO  CO  rt<  1C  1C  IO 
3  rH  TH  C^  <N  CO  CO  CO  CO  SO  CO  SO  CO 


eCOi>Cir-l(N<NCOCO 

OT-lT-lTH(NCMO3<J3OJ 


"  O  JO  O 


a  oo  TH  -^  «o  o  «  -rj<  ic  co  t-  QO  oo 

OS  OJ  CJ  (N  CM 


o 


o 


"a  00  CO  t- 

3   T-I  T-I  < 

o 


i-- 

I-H  I-H  TH  -I-H  04  <N  OJ  Ci  CO  CO  CO  CO  "*  ^  rfi 


I  CQ  C4  <M  d  CO  CO  CO  CO  CO 


35 


E 

8 

" 


HERN  ROAD 


W 


to 
a 
M 


-}g 


-Bri  qp  'uuio  "pai 


jCj!  Xoatn?)  #  uoj 
' 


Ol(MC^CO-<ti-<Tl-^iOlOlO 

O 


O 


d  O5  -*  00  -*  «O  OS  i-l  •*  (O  O5  <?5  •«*  t-  O5  CQ 

a>      T-I  TH  CQ  c^  CQ  co  co  eo  co  •<*  TP  -^  -^  »o 

o 


•Xavqiv  ^P  no^sog 


j 
fc    « 

0  tf 
«  a 
B  OH 

i 


§t-icjcoco-*-^Oioeotof- 
Q 


a)  c?  cc  TJH  10  10  co  o  c-  t-  oo  oo  05 

o 


jo  eo  co  t- 


"rt  «o  CQ  oo  co 

O  T-I  C?  OJ  CQ  - 

o 


"a  «o  CQ  co  co  o  10  o  <M  -*  to  co  co 
a)i 
O 


O 


0 


S«O«O^OOGOCOOJCQOTCM 
O>T-iO*CO-^»O«Ot-C-t-t- 

Q 


o 


0 


I 


H 
i—  i 

PQ 


X 
W 


N  LINE 


WESTERN  A 


bi) 

a 
H 


'SSIK  #  oiqo 


-UUIQ  "p 


'o3T?oiqo 


•pa  -. 


•pa  n 


•o  y 


•pgQ  ^ 


3 


8O  O  1C  O  1C  O 
1C  1C  C-;  1C  C-  O 

ic  o  •*  oo  oi  ^  06 


cocoo  •*  w  co  oco  ooooo  oo 


'  OQ  co  Tp  ic  «6  oo    •    •    • 


I  (N  Oi  C?  04  CO  CO  CO  CO 


T-H  rH  «  CO  CO  CO  CO  -*  Tf<  iC 


•N  CO  ••*  Tt*  Tj<  1C 


«  eo  co  •<*  o 


OO5  O-<*  O 


10  o  10  o  ic  o  10  o  10  o  i?r  o  10  o  ic  o 

~ 


37 


.1 


H 

t—t 

PQ 
*— i 

X! 
W 


t 


! 


W 


England 


uo)[uuvH 


'K  3P  AlO  SBSUTJH 

SBSUBJf   'SITIO'J  -^g 


nitifo  if  uoj 


.1,1110,1 


LE- 
AND 


R. 


RAL 
NITURE 
PER  C 


E 
U 
R 


S 


U 
N 


RAT 
AGRICULT 
ENTS,  F 
WAGO 


o  o  ocooo  co  oo  o  o 


o  o  o  p  o  • 

CO  O  •«*  O5  CO  -*  • 


000 

OOO 


i  OJ  cx»  co  co  ^  • 


888888; 


!  C<J  CO  CO  CO  -4<  •*  Id 


. 
TH  <N  CQ  CO  CO  -^  1O 


•^  GO  O  O  C3 


go 


ogoo 


€» 


T-I  i-l  i-"  -H  (?J  CXZ  <?4  C3  CO  CO  SO  CO 


H 

5 
i— t 

E 
X 
W 


« 

ss 
o 


<§ 

<£> 

s> 

•« 
8 

I 

Ss 


W 


TR 


NEW  ENGLAND. 


OOf  ' 


'811101  ' 


-uiouio 


noisog 


w~   pq 


O 


S 


0   0   o»  -<*  o   o   T-I  co  10  t-  c    o 

--- 


o 


o 


. 

a  QO  co  O5  <??  c-  TH  t-  co  co 


«  i-H  T-l<M  CO  CO  CO  CO  ^*  ^  "*  JO 

o 


2-r-lO«O«-*C-CON 
gCQCCCO-^lOlOCDt- 

3 

O 


_cgcoOQ.oot-corHt~?Q<??S15T~!c9t~( 
|    '    ' 


39 


I 


I 


LIN 


-nig  'st[odmn?ipiii 


•^a  jfotun?)  g>  ttoj 


su8UBj£  'sino 


JO 


•SO^H  M.VJ 


9 

0 


«    H 


O 


t-  00  CX>  00  Th  00  Tt<  00  "*  t-  O  C« 


t-  O*  t-  «  1O  00  O  O4  -*  ^  tit* 


Ol  CO  CO  ^ 


oco  t-  o  eo  t-  o  co-* 


i-H  I-H  CJ  CJ  CO  CO  CO  CO  CO  •* 


OOOOLOOiOOOOOO 


ooooo 


'O  O  1O  O  1Q  O  >O  O  JO 
OJot-OCSi^t-ON 


JO  O  «5  O  IS  O  l-O 


4o 


I 


r 


«  § 

•-<  g 


^ 


4 


! 

e 
& 

<§ 


6 
| 

1 

O 

to 

W 


ie 

is   • 


p 

- 
« 


5  a 


* 
X 


SGOlOO}Olr--*CQO 
Q         rH  (JJ  CO  CO  "*  »O  CD 


a 

1C  O  1C  : 


QJ        T-H  ^-H  C^l  C^  CO  CO  ^^ 

o 


rH  i-l  T-t  <M  (M  CO 


OC?»Ct~O 

1-1  i-H  TH  1-H  Ci 


g 

0 

II 

I 

||^ 

^^«^!§?S8S 

OTM^SSSS 

g 

o 

§5 

O                                                     1-H  T-l 

» 

£g 

Si 

CO 

osfepj 

8  ' 

**"d 

o 

fi 

§  a 

< 

O 

B 

s 

P5 

o 

§s>, 

"S^OT^So^OO 

1C  O>  O  t-  »O  <JQ  O 

1—1  Oi  CO  CO  "^  iO  ^O 

^^  w 

o> 

• 

Sg 

O 

o 

d 

0) 

•^                                    ^H 

10  c?  o  t-  »p  OTO 

1-1  <M  CO  CO  "^  «O  CD 

H 

HrHOiC^CO^'^iOCO 

OS 

o 

O 

g 

« 

0 

1 

03      . 

!3§^£3ss°. 

CO  OS  1O  SQ  00  •*  O 
1-1  T-H  CJ  CO  CO  -^  to 

o 

~~ 

.Sr 

h 

3 

^ 

W 

8 

H 

-|SS^io?»SS 

tfi  CJ  O  t-  iffl  CM  O 

i-i  c*  eo  co  -*  10  «o 

1-1  1-1 

3 

0 

S 

• 

S 

i 

<i 

fl     S 

V       c$ 

fssswsls 

i>  rH  '*  OS  SO  •>•  rH 
^  ^1  CVI  ^-1  CO  50  ^ 

i 

:     .- 

o 

5 

I 

H 

P5 

g 

H 
1      d 

o 

1  1 

• 

EH 

B 

o  w 
a 

<)      H 

in 

ID 
-3    5    S3     3    J    3 

0      Pi 
00          - 

S    o 

•»!     ® 

K   & 

CO 

B 

•gS     i     3     S     =     S 

HI 
QQ 

'O  O  1C  O  »O  O  O  O 
(M  JO  C-  O  W  >O  O  IO 

> 

>-t 

glffl  O  1C  O  1C  O 
t-  O  <M  1O  t-  O 
i-l  i-(  i-l  i-(  CM 

CQ 

h— I 

rn 
w 


I 

8 


s 

-2     . 
1  *   J    B 

o  o  »c  <c  o  o 

1C  O  t^  £~  O  O 

0*^-3 
"1          £    « 

0 

t-  »n  co  T**  I-1  c- 

rH  i-H  Oi  CO  CO 

^    fl    >•> 
f   1  J 

O  O  1C  i-O  O  O 

o  o  c-  c-  o  o 

K  11 

o  ic  GO"*  -i-i  c- 

1-H  -I-H  1-H  O}  CO  CO 

Mi 

1    t 

O  O  O  O  1C  O 

<r»  o  oo  t-o 

i  1 

CO  O  1C  O-*  O 
1-1  T-I  CS  CJ  CO 

0» 

d 
||| 

ic  ic  t-  o  o  r- 

0    1    =3 
fc   M 

t-  Ol  CO  OO  ^  Tt< 

«               "-i       o3 

*£    rO     ,£5      £ 

e»  oo  o  oo 

T-H  CJ  1C  O  O  rt< 

g  §  *  ^ 

O  O  00-*  t-  CO 
1-1  r-l  r-<  <7Q  C3  CO 

a 
*    K! 

o            "S      d 
•0    "2     £     £ 

oooooo 

i  •  I  i 

"          i-    K 

o      » 

OS  1C  OO  CQ  »C  O5 

^fr1"1  ^  OJ  ^  ° 

ll 

SSSSSS 

• 

5  « 

<»^SS55« 

M 

o     -3 

fc       H       0 

OQ         Q         p* 

S 

PH      g       BJ 

35     PH 

s 

1C  O  1C  O  1C  O 

h 

O  ----- 

p 

05 

o 

g 
o 

M 

b) 

1 

K 

OQ 

M 

* 

O  O  1C  1C  >C  1C 

o  o  c-  t-  c-  c- 

h^ 

• 

& 

«O-^  CO  CO  CO  CO 
TH  O»  CO  rf  1C  O 

1 

3 

ta 

1 

O 

"e 

2 

'£ 

• 

1 

8 

o 

• 

1 

!> 

00 

_?*, 

."2 

•S 

a 

'> 

Q 

X 

H 

A^ 

o 

^ 

k 

S®$$9o 

t 

fll 

OOOOo 

o. 

1 

1 

i-l  i"H  (N  (N  (N  (N 

2' 

O 

d 

s 

PH 

co 

1 

•2 

| 

H 

o 

•i 

1 

^ 

o 

5 

§ 

s^ 

0 

§ 

w 

^ 

^ 

<U 

_» 

a 

V 
V 

1C  O  1C  O  1C  O 
O*  1C  C-  O  <N  1C 

CQ 

O  -     -    -    -    - 

43 


1 

•s^diaoay. 

t-    OS 

•9SUIUJB3               0 

1-1  -^  ^ 

OQ 

oj  noiiiodoaj 

~ 

•SSBJ  jo  -juao  aa<j 

•<*  co  Jo 

i 

B 

co  o 

00,    CO 

00 

o 

,     t> 

JO    O    JO 

JO    OS    CO 

TH,   O,    OJ, 

H 

3 

of  co" 

JO    CS 

1-H,    O* 

a 

I  s 

2    => 

OS     JO     TH 

co  t"*  o? 

O     t-     Tj< 

EH 

co"  co" 

H 

a 

J2  Jo  o< 

crt  °" 

m 

^ 

4 

1 

§' 

c-  o  os 

t—    Oi    OS 

OQ 

„  S 

OS    CO    O 

OQ 

w 
u 

t-^   JO 

| 

H  ~  5 

20     v- 
o    3 

of  of  co" 

CO    CO    CO 

1 

•2 

of  10" 

OS    CO 

O 

S  * 

TH" 

0 
•/. 

O 

00    OJ 

oo"  co" 

•HH    JO 

K 

^5 

TH     C-     C- 

2| 

*H 

QQ 

^J 

r)H,  OS,  i-H 

^j 

Q 

S    A 

os  ^  oi 

2 

1 

O 

1  1 

OS    JO    CO 

•^f  co"  TH" 

CO    ^< 

•3nj«r   jg  T 

O    OJ 

A 

OJ 

co   co" 

S° 



02 

•*    JO    CO 
CO    CS    CS 

oo  *•# 

O 

t-^  t-    OS 

1 

1 

3 

o 

»O       TH 
IO,    T-H 

0    O 

*~i-  eo_ 

fl        ^ 

1  1 

co"  c-^  of 

00   O    CO 

oo"  of  TH" 

lr-    1—  1 

•"**     JO 

«" 

•*5 

ty 

H 

H 

B      • 

OS   JO    JO 

TH     t-     00 

H 

§ 
PH 

R 

'SfSS&SSB 

t'    O 

JO    JO 

3 

9 

a  «  s 

111 

s  w 

00,  00^  Of, 

jo"  Jo"  ^*" 
co  Jo  oi 

OO    CO    Ol 

of 

OQ 

S 

1 

FRKIGH1 

"3 
o 

ao  os 

t-    JO 

os   jo 
•nT  co" 

co"  os" 

EIPTS  —  P 

3 

allM 

o      "2  s  * 
c  IB  5  a  S 

OS    CO    O 
TH"  co"  i-T 

oo  o  co 

CO     TH,   O 

o»   ^* 

•°  .5  *  E? 

OO   TH" 

'•H 

• 

EH  O  PH    « 

^rt 

OQ 

B 
O 

fl      "2       " 
H       B       m 

2       |       * 

CO      TH      -<J< 

CO    CO    CO 
t^,  JO,  OS^ 

OQ 

o;  uoiiaoaojj 

oo   t- 

T-H      00 

O 

O    JO 

oo  JO 

0 

OQ 

i"0" 

H 

JO,  JO 

• 

^  co  jo 

i 

3 

o>  oo 

fl        * 

JO    O*    O 

t-  o»  o? 

o 

CO_   OJ, 

o     S 

-rjT  )^r  {>r 

PH 

H 

cT  of 

fe       'g 

JO    OS    CO 
O    CO    Ol 

_ 

S 

CO 

t-      l-H 

•P8,W8d0 

CO    C-    TH 

CO    OO    OS 

•poivjodo  sonra  jo  joquin^r 

co_  oq. 

-•'i  ;  IV  jo  j.'nuinx 

TH,   JO,  O, 

l-H      TH 

i-T  of  of 

TH 

t-  t- 

1 

oo  oo 

TH      TH 

"^    ^    < 

|    0    H 

44 


X 

W 


I 

•^> 

^ 


1 

o 

<8 


H 

t— ( 

PQ       „ 

r:     ^ 


r^i 
I* 


ss 

0 

^ 

L!* 

^ 


^ 


^ 


co  a 

'i 

3           S 

6 

'3 

H            ^ 

. 

CO                      O 

^»                   *&    GO 

«               ".2 

P 

CO          H^         CO 

.S                     ° 

o 

CO                     <M 

-3 

o 

«  °° 

"5   ,j        ,| 

co       co       *4* 

*"o 

0 

->^l          IO 

a 

««                      o 

"S 

<D                         P 

p              • 

0) 

^       1 

t^i                fcr 

•<   o  2 
H    fc   d 

11 

0)       M 

6 
CG 

•s  1 

eS          O 

1  »  1 

bD        eS 

^a     -g  .  ^a 

w    3 

Q     P     Q 

to 

^ 

r~-l     'J- 

O5 

o)            "r- 

g<??              •          C<? 

<??(??          CO          CO 

C3                 O 

0                i-l 

'S 

H                  a 

•   ^^                    ^-^ 

03              C*J3 

•gc»       co 

CO         OO         -^1         ^ 

fl               O 

oco       co 

? 

O 

»(^ 

«       2« 

g^         10         CO 

Tfl          (T?          IO          »O 

o 

O'O 

I—  1 

S           » 

oo?>          CO 

*oi            ^  S 

"S  '"^       r™' 

• 

S      "3 

03       •                  •             ^H 

LI 
M            ^S 

BJO 

. 

pq         S-2 

o>     •         >O         1O 

. 

t>>           o 

OCO 

w 

0> 

d 

p 

o 

g 

o 

Q 

"S 

H 

<D 

3 

s^ 

^ 

P5 

1 

rC)                 g 

PR 

O 

||| 

1  1       i 

FM        *                     -S 

H 

o      *     ^ 

^o            ;§ 

9 

C                  " 

0           ^              02           W 

n3       'S        HJ 

B             B             B 

0          g          0 
*1       W       tZ 

1    1    i   4 

fl       <»       C       ^ 

O         >-i          S         O 

i-J     O     fe     ^ 

45 


CO 

t- 

oo 


I 


<% 

^ 


pjoo[  raojj 


•saoSaasscj 
qSnojq:)  uuuj  sSutuj 


•0[uu  jod 
uio.ij 


•?qStojj  o-j  sSaiuaBa  aaS 
-U8SSBJ  jo  aSBjaao  jaj 


qSnoiqi  JG;  8}B5j  jsaAioi 


jo  q?Suai 
aioqM  aoj  8}Bg  jsaqSiu 


•B9\im  ooi  nraqj  esai 
paw  08  u«q;  ajorn  joj; 


•sanni  08  n«qj  ssaj 
pao  g  a«qj  8JOui  aojj 


- 

^T-H  10  1-1  w  jo  co  i-ii-t  a» 


<?    ff    CO  TH  <M  CO  (TJ  CO  <M  (?? 


^       )  ••*  JO  JO  O<  CO  JO  JO  JO 

QSOcoeicocococococococoto 


Q  CO  co  co  co  co  co  co  co  "^  co  co  oo 


§«0  JO  OOJO  JOJO  CO  00  COt-"  SO 

T-  1  TH  TH 


P»*«QQ'    r  J  » 

<w  Q  ..-.  ^^  -j  ^-3   t^  -f-i  Q^  .P-«  es 

S  ^  -9  J3  ^  .2  ^  §  .2  ^  S  2 

»<i  O  ^  O  PL,  i-q  O  O  O  O  » 


46 


3 

CQ 

^ 

4 

« 

3 

•^ 


5» 


OSo 


OOOOOOOGO 


y 
E 


»| 

is 
^ 

*-£§,§ 
^g^tt.s 


y  Vall 
phia  & 
ania 
e,  Lack 
Centr 
h  &  C 
ilmin 
&  H 


o 

M 

1 

o 


hc=«          • 

•  a  *->  «>  OQ  >•   •    -  • 
.-:  o  s  a     F  d  01    • 

! 


gh 
lad 


e 
bu 
, 
a 


Alle 
Phil 
Penn 
Dela 

Nort 
Pitts 
Phila 
Dela 

Av 


. 

O  Q  O  PL,  CL  F-  Q  O 


C-      .  i-l  OOOOOO 


ao  x>  eooo  t-  o 


o  10  ^  t-  o  ao  i.o  oo 


OOO^CSC-OOCQCO 

i  T-H  oi  ci  cT 

•  o  ct 
ic"  o"  o'  oo"  co"  cj"  of  i-T  >o" 


'  O>  ^^  O5  C^  O*  ' 

i  1O  O5  C5  CC"T^  GO  CO 


cooioodt-'Ocoooeo 


.  1* 

•  w 


S  3  S  3 

cctnai 
OOO 

pq  pq  pq 


47 


•sjdiooo^j  04  sosuod 

t-      t-      t-      oo 

-xg;  SURIOM  jo  aoiuodoj^ 

-8liW  tad 

T-H           OO           CO           T-H 

CO         -^H         T-H         CO 

pcoy;  jo  }SOQ  9S«aaAV 

^  ^jT       T-H"       os"       CO" 

. 

CO        -^        CO        SO 

o^ 

QQ            u 

CO         CO         -<S1         O 

CO 

Cs         T 

)i 

c^  oo      co      t—      T-H 

TH 

Ss       ti 

A 

r-T       of       of       of 

» 

Q         ^H 

• 

Tt^         CO         CO         *O 

00 

iO         TH         t-         CO 

^ 

•<i        W 

o 

$J> 

&3            QJ 

co      10      to      ^& 

^ 

. 

d 

O»        CO        O5        OO 

tn      T-H      co      co 

if3 

^ 

a    a 

O         O*         OO         OS 

H 

0        0 

^,>  —  ^           ^.-^          Q^*         — 

J5 

i 

£     8 

GO         CO         T-H         CO 

OS              T—  t              T~H              ^^ 

^Si 

"3 

^    to    oo"   «r 

i 
i 

EIGHT. 

a  ^ 

!-.         '3 

CO         t^         OS         1C 

c$  co"     co"     t—      06" 

CO         IO         ^^         OO 

s 

H 

£ 

CO         IO         CO         00 

f-3 

Oi         CO        "^         CO 

*£ 

a 

O         l>         CO         £- 

*-              o5 

rft 

S 

o      t-      co      t- 

**  •         *  S 

pj 

S            t-. 

C-^       OS__       O,       T-^ 

P4     ^ 

i 

2    | 

^  co"     co"     ^     t-~ 

Tfl            T-H            CO            CO 

**              SS 

• 

—  < 

ci      JO      co      ""T 

Ea 

i 

•3 

of     TH"     co"     T-T 

H      ^ 

PH 

aa 

•^t1          OS          TH          IO 

3     | 

5    | 

O 

i 

S8ENGEI 

a    1 
s  -s 

ro 

CQ         CO         CO         ^ 

^  oo"     <o~     of     of 
oo      co      T-H      c- 

O5         00         Tjj_        C- 
T-H 

x     *. 

Zj 

w     ^ 

M 

s 

o     •— 

OS          IO          O          T-H 
OS         CO         CQ         T-H 

rt 

o 

O?         t~         O         OS 

-1 

EN 

S 

S         «         CO         « 

•»* 

j 

1^5         O         <^         "^ 

§ 

a  j§ 

wo.     ^.     5.     o. 

8 

£      -£ 

o"     *o"     tr*      co" 

CO        O        «O        T-H 
Tp        Oi        O*        OJ 

"I 

•pa^wado  sai{ra  jo  aaqumjii 

«<J         •*         OS         t- 

o      oi      co      co 
•^      o      10      co 

a 

s 

s 

6 

§ 

B 

1 

1 

s 

^§ 

a            S     g 

KJ 

i 
o 

«       *  •! 

a 

1             oQ      S 

t>-           tJ                            P=, 

S      o     !d 

« 

Ills 

C5       S       H^       $5 

48 


f 

H 
n 

M 
X 

.      J 

X 
W 


•ptjoj  jo  aiiui  aad 
paijjtjo  s.iaS 
-uassBci  jo  jaqmnj^ 


IS  ~  M  I-  t-  S»  Ci 

- 


us  is  oo  t-  co  t-  1 


•pSU.ltJO  6.183 

-ugssBd  jo  aaqiun^t 


jo  aura 


-U9SSBJ  jo  aaq 


-U9S8BJ 


2 

i 


s 
1 

i 


an  o  co  co  co  i-  t-  i-  cc  c-?  ?o  cs  o  CQ 

^f,         i-H  SO         OOCQrH(MQOi-l-rH»OO^ 


B    ' 


§  : 
° 


^3  o  o  o3  £;  «  a  o  «  o>  .  -  .ti  ."S  a5 

^50a  PQ  H  cu  Jz;  &  J  ij  CL  cu  1-3  PL,  ^ 


CS  <N  O  CO  I-  CO  09  t~  ft  «  IO  SS 

co- 

<M 


" 


-,-- 


UNIVERSITY  OF  ILLINOIS-URBANA 


MEMORIAL  OF  THE  CHICAGO  4  NORTH  WESTERN 


